Titanic or Olympic: The Truth Behind the Conspiracy
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Steve Hall
Steve Hall, born on Cape Cod and raised in the Midwest, moved to Florida in the early 1970s. He built a successful career as a graphic designer and illustrator, known for his minimalist, client-focused designs. Today, he resides with his wife in Fernandina Beach on Florida's northeast coast. Steve continues to create graphic works and cartoons, capturing the humor and essence of daily life in his small, dog-loving town
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Titanic or Olympic - Steve Hall
CONTENTS
Title Page
Acknowledgements
Foreword by Mark Chirnside
Preface
Introduction
1 Ismay’s Titans
2 Olympic and Titanic
3 Seeds of the Conspiracy
4 Mystery or History?
5 The Lifeboat Evidence
6 A Window of Opportunity
7 Photographic Assessment
8 The Final Verdict
Conclusion
Appendix I Almost Identical Sisters
Appendix II Olympic: The Last Grand Lady
Appendix III His Majesty’s Hospital Ship Britannic
Endnotes
Select Bibliography
Plate Section
The Authors
Copyright
ACKNOWLEDGEMENTS
Unless otherwise credited, all images are from the authors’ collections.
Scott Andrews, for sharing his considerable knowledge of period shipbuilding practices and providing the information on Olympic and Titanic’s propulsion machinery.
Mark Chirnside, for taking the time to review the text on Olympic and Britannic.
Roy Mengot, for providing access to the analyses done by the Marine Forensics Panel of the Society of Naval Architects and Marine Engineers.
Ray Lepien and Robert Compton, who contributed so much to the original manuscript.
George Behe, for sharing his substantial knowledge of Titanic’s passengers and crew.
Daniel Klistorner, who supplied some rarely seen images of Titanic.
Jonathan Smith, for providing rare photographs and postcards from his collection.
Cyril Codus, for his Titanic and Olympic drawings.
Tom Cunliffe, for checking the navigational information cited for the waters in and around the Solent.
Charles C. Milner, for allowing us to use several of his period postcards.
Samuel Halpern, for providing additional information on Titanic’s lifeboats and the White Star Line.
John White, with special thanks for allowing us to use photographs taken of his extensive White Star Memories collection of Olympic artefacts. Photographs by Liza Campion (copyright White Star Memories).
R. Terrell Wright, for allowing the use of his rare photographs.
Josha Inglis and Stewart Kelly, for their interior woodwork photos.
Bernhard Funk, for his dive footage.
Mark Darrah, for his support and the use of his Engineering and The Engineer photos from the Harland & Wolff archives.
Alastair Arnott of the Southampton City Archives, who also assisted with photographs.
Charles Haas and Jack Eaton, for the use of photographic material from their book Titanic: A Journey Through Time.
The Titanic Historical Society, Indian Orchard, Massachusetts.
Frank and Dennis Finch and Kyogle Maritime Museum.
R.J. Thomson, Manager, Marine Crews at the Australian Maritime Authority (1997).
Bob Read, Steve Rigby, the British Titanic Society, Ralph White, Peter Quinn, Remco Hillen, the folks at the Bridgeview Public Library and any other contributors we may have missed.
Karen Signell Andrews, for editing the original 2004 version of this text.
The staff of The History Press, and in particular, Amy Rigg and Emily Locke, who have worked closely with us on our many Titanic projects, and who have somehow always managed to remain calm during our many requests for deadline extensions.
And Robin Gardner, for giving us something to write about.
FOREWORD
‘From the assassination of JFK in November 1963, through Watergate and Lockerbie, conspiracies beset popular culture.’ So writes Jane Parish in The Age of Anxiety: Conspiracy Theory and the Human Sciences. ‘Television programmes about mysteries and inexplicable
events command peak-time viewing schedules, reinterpreting old
conspiracy theories with new evidence. Sky television devotes a single channel to programmes about mysterious happenings. In the tabloid papers, conspiracies have caught the public imagination… Reflecting this trend, the best-selling books of the 90s reflect a widespread fascination with conspiracy, intrigue and secret organisations…’
Perhaps it is unsurprising that one of the most famous maritime disasters in history, Titanic’s sinking, became the subject of an extraordinary conspiracy theory: that Titanic did not sink at all. According to the theory, the ship that sank on 15 April 1912 was actually her near-identical sister ship Olympic, which sustained damage during a collision with HMS Hawke on 20 September 1911. Theorists believe that the damage was so serious that Olympic was an economic write-off, and so she was switched with her sister. The plan was to deliberately scuttle Olympic, but she struck an iceberg accidentally and began to sink far more quickly than was originally anticipated.
The theory is far-fetched, and yet – is it possible? Conspiracies suggest deception and intrigue, and none is quite as intriguing as the idea that the White Star Line pulled off such a massive cover-up. However, dismissing such a claim out of hand is not enough. It requires rigorous analysis by researchers who have the relevant expertise and objectivity to assess it. It demands examination of the all the claims put forward point by point, by looking at the evidence and seeing whether it supports them. Moreover, it demands that the evidence be presented in such a way that the non-technical layperson can assess it for himself
If such a theory is absurd, then why is it necessary to examine it in such detail? Might not a conspiracy theorist simply dismiss such a critical analysis in any case? Perhaps so, but a detailed analysis also provides a service to the intelligent layman by pointing to the specific problems with the theory. There is much to be said for ignoring it – few would debate seriously with the argument that the earth is flat – but any theory should be assessed objectively by examining whether there is any evidential basis for it. While this volume looks for flaws in the conspiracy theory, it also provides a lot of historical information. It documents the hundreds of differences between Olympic and Titanic, all of which must be considered in answering the question ‘could it have really happened?’
When someone puts forward an idea or theory, then it is incumbent on them to prove it. There will always be people who believe what they want to believe, rather than what can be demonstrated to have happened, but that is their choice. Herein lie the facts – decide for yourself.
Mark Chirnside
October 2011
PREFACE
‘T itanic is unsinkable.’ This phrase strikes a chord in the mind of any Titanic enthusiast and is reiterated in nearly every Titanic book printed. These same words are frequently cited as proof of shipbuilder and ship owner’s arrogant overconfidence in what they had created, and yet no one ever uttered them. They are quoted inaccurately from a period trade publication The Shipbuilder, which described Titanic and Olympic as ‘practically unsinkable’.
Inaccurate stories are not new. Immediately after the sinking, there were even reports of Capt. Smith being seen on the streets of New York City. Some researchers, however, have used elements from the information available on Titanic to form ‘conspiracy theories’. Many are far-fetched, completely ridiculous, or both. The Jesuit conspiracy theory is one: there are many variations of this story, all of which are based on the belief that the Jesuits have been controlling world events behind the scenes for hundreds of years.
In the early 1900s in the United States, there was no national banking system – what is known today as the Federal Reserve System. As the Jesuit conspiracy theory claims, in 1910 a clandestine meeting supposedly occurred on J.P. Morgan’s Jekyll Island off the coast of Georgia, attended by Nelson Aldrich and Frank Vanderlip of the Rockefeller financial empire; Henry Davidson, Charles Norton and Benjamin Strong representing J.P. Morgan (a member of the Jesuit order); and Paul Warburg of the Rothschild banking dynasty of Europe, reportedly the banking agent for the Jesuits. Their common interest was the centralisation of America’s financial resources and elimination of outside competition in the banking world. This would ultimately ensure that more wealth flowed to the Roman Catholic Church and would also ensure that the United States had the financial means to fund a world war, favoured by the Jesuits in pursuit of their aims.
However (according to conspiracy theorists), the concept of a Federal Reserve was opposed by three of the most wealthy and influential men in the country: Benjamin Guggenheim, Isidor Straus and John Jacob Astor. Their opposition had to be eliminated in order for the Jesuits to succeed. Plans were made in which J.P. Morgan would arrange for the three to take passage aboard Titanic, which was then being built, for a pre-arranged fatal maiden voyage.
The theory claims that Titanic’s captain, Edward John Smith, was a ‘Jesuit temporal coadjutor’: not a priest, but a Jesuit who served the order through his profession. Through him, an accidental sinking could be arranged. A Jesuit master – a passenger from the order named Frank Browne – would board the liner for the short trip between Southampton and Cherbourg. Browne would order Smith to run his ship at full speed through an ice field on a moonless night, ignoring any ice warnings, including those from the lookouts, with the purpose of hitting an iceberg severely enough to cause the ship to founder and cause Guggenheim, Astor and Strauss to drown. In other words, the ship and her crew and passengers were to be sacrificed to eliminate three men. As their evidence, these theorists point out that after the sinking, all opposition to the Federal Reserve disappeared. In December of 1913 it was established in the United States, and eight months later (according to the conspiracy theorists) the Jesuits had sufficient funding to launch a European war. This particular theory, however, has never addressed why the conspirators in 1910 would feel that sinking a ship was a practical way to eliminate enemies of the Jesuits, to say nothing of how they would arrange for all three victims to board a specific ship on a specific voyage two years later. This is but one conspiracy theory involving Titanic; this book deals with another quite different.
Until 1985, the wreck of Titanic was a much sought-after prize that many considered equal to the quest for the Holy Grail. Over fifty books had been published covering the disaster from every conceivable angle. In the years following the discovery of the wreck, an estimated 120 new books were written, generally retelling the same old story, albeit with a wealth of new technical data and photographs acquired during the numerous return expeditions to the wreck site. Added to this has been an exponential increase in research on Titanic’s construction as well as forensic analysis of surviving photographs and the technical information they yield. While answering many long-standing questions, new questions have been raised that were never considered prior to her discovery and which have not been fully answered. Uncertainty spawns conjecture, and thus are born conspiracy theories. Some defy credibility, yet we cannot help but think ‘what if …?’
Complicating the picture is the fact that many of the original builders’ plans have disappeared over time, and many last-minute changes were made during construction that were never redrawn on the plans. Photographs are incomplete. Recollections of the surviving passengers and crew following the sinking are maddening in their contradictions. As an example, the testimony of nearly a dozen different officers and crewmen never established exactly what engine orders were rung down from Titanic’s bridge following the collision. Most of the testimony gained in formal hearings took place well after the event. With the passage of days and weeks memories fade and become corrupted by hearing what others remembered. Over the course of time, theory and fact have a way of becoming intertwined. Evidence can also be interpreted selectively to suit one’s convenience: holding some up as proof of a claim, while conveniently ignoring that which contradicts it. Then there are the technical aspects. Frequently one theory or another fails simply because those promoting it lack technical knowledge of period shipbuilding, maritime practices or other aspects and what is claimed simply could not have happened that way.
This book, originally titled Olympic and Titanic – The Truth Behind the Conspiracy, was first published in 2002. It is not a book that promotes a conspiracy theory. It presents a wealth of photographic evidence and examines, with objectivity and analysis, the claims supporting one particular theory. It is the intent of this book to examine that theory in light of some of the mysteries surrounding Titanic and her nearly identical sister, Olympic. In doing so, it also catalogues and compares the differences between the two ships, which were far more numerous than a casual glance would suggest.
The ship that today lies more than 12,000ft below the waters of the icy North Atlantic is nothing more than a rapidly collapsing and disintegrating hulk. Is it really Titanic?
Titanic leaving the dock at Southampton at the start of her first and last voyage.
(R. Terrell-Wright Collection)
INTRODUCTION
On 20 September 1911, nearly seven months before Titanic entered service, an event took place on what started out as a routine beginning of an eastbound crossing for Olympic. A sudden collision between Olympic and a Royal Navy cruiser, the RMS Hawke, left Olympic with major damage and the prospect of expensive and time-consuming repairs. She was withdrawn from service, and the damage was found to be even more serious than originally feared. Thus was born the ‘switch theory’. Simply put, it holds that the wreck lying over 12,000ft below the surface is not Titanic but her sister ship Olympic and that the severe, crippling damage that Olympic suffered in the collision with RMS Hawke was concealed because she was too costly to repair. The cost of the repairs was not covered by insurance, nor would she recover the revenue lost while out of service. Therefore, the theory claims, Olympic was switched with her younger sister Titanic and deliberately sunk as Titanic, for whose loss insurance claims would be paid.
Support for this theory is partially based on the following points:
* Photographs taken of Titanic on 2 April in Belfast and on 10 April in Southampton show hull plates that appeared to be as faded and discoloured as those of a ship that had been at sea for over twelve months – not those of a ship that had been recently painted.
* There were remnants of white paint found on the hull of the wreck – a colour painted only on Olympic, never on her younger sister, Titanic.
* The fact that Titanic, the world’s newest and largest ship, was never opened for public inspection while she was at Southampton as was customary. (The theory holds that such public inspection may have revealed that the ship was, in actuality, Olympic.)
* During the American investigation into the loss of the ship, Senator William Smith persistently tried to establish whether the ship’s lifeboats were new since almost none of the lifeboats had lanterns as required by the Board of Trade and some started leaking once lowered into the water. (The lifeboats of Olympic, being older, were in theory susceptible to leakage, unlike new boats as would have been installed on Titanic.)
* Supposedly there was a conversation years later in which a person claiming to be a surviving Titanic crewman stated that when he joined the ship at Belfast, he heard rumours that the two ships had been switched and that the true reason for the sinking of the ship had been covered up.
Would it have been possible to successfully switch the two ships?
There was one opportunity – if it succeeded, it would be the greatest sleight of hand of all time.
1
ISMAY’S TITANS
The Olympic-class liners – Olympic and Titanic, and later Britannic – represented a 50 per cent increase in size over the Cunard vessels Lusitania and Mauretania, which were the largest and fastest liners in the world at that time. Although the Olympic-class liners would not be as fast as the two Cunard greyhounds, White Star Line policy was to emphasise the luxury of its ships’ passenger accommodations rather than speed.
To facilitate the construction of these three colossal vessels, Belfast shipbuilder Harland & Wolff would be required to make major modifications to its facilities. Two new slips were constructed in an area previously occupied by three. The William Arrol Company Ltd was contracted to construct two huge new gantries over these slips to carry the travelling cranes that would service them. When completed, the gantries covered an area 840ft long by 270ft wide.
Although the Olympic-class ships were originally conceived by J. Bruce Ismay, managing director of the White Star Line, and Lord William Pirrie, managing director of Harland & Wolff, their actual planning and design was carried out by the shipyard’s principal naval architect Alexander Carlisle. Thomas Andrews was head of the yard’s design department and oversaw the creation of the plans of the class prototype (Olympic) but Carlisle took charge of the details until he resigned in 1911. Throughout all stages of design and planning, all drawings and specifications were submitted to Ismay for his approval. Any modifications or suggestions he believed necessary were, without a doubt, carried out.
Of the three ships, Olympic and Titanic were built first, side by side in the two new slips, whereas Britannic would not begin building until three years later. When completed, Olympic and Titanic registered at just over 46,000 gross tons each and measured 882ft 9in long and 92ft 6in wide at their maximum breadth. As a comparison to later ships, the German Imperator of 1913 was 909ft long and the Queen Mary of 1936 was just over 1,000ft. In an age of industry and accomplishment, these new ships would be true leviathans and would secure for the White Star Line a pre-eminent position in the North Atlantic steamship trade for years to come. Having a trio of the same class would also permit the White Star Line to guarantee a weekly service in each direction.
A photograph of the massive Arrol gantry taken on 27 March 1909, the day Olympic’s keel was laid. (White Star Photo Library/Daniel Klistorner Collection)
The Olympic-class ships were driven by a triple-screw arrangement powered by three engines of two different types. The port and starboard wing propellers were driven by two giant reciprocating engines, a form of motive power that was well established and highly reliable. These engines worked in much the same fashion as an automobile engine – with giant pistons and crankshafts – save that steam pressure was used to move the pistons within the cylinders. These engines were of the four-cylinder, triple-expansion type with a high-pressure, an intermediate-pressure, and two low-pressure cylinder bores of 54in, 84in, and 97in diameter respectively; each one had a 75in stroke. They were designated ‘triple expansion’ because the high-pressure steam from the boilers was fed first into a high-pressure cylinder, then, after it had expanded and moved the piston in that cylinder, it was exhausted into an intermediate-pressure cylinder to expand further and move that piston, and thence into two low-pressure cylinders to expand further and move those pistons. It was an economical means of propulsion in that the steam was made to do its work three times, although this type of engine did not yield speeds as high as a newer type of engine: the marine steam turbine.
The turbine engine – the motive power used aboard the Lusitania and Mauretania – functioned by directing steam past a series of vanes, closely grouped and fitted around a shaft directly attached to the propeller. In the same way that a windmill functions, the high-pressure steam expanding and passing through the turbine forced the vanes to spin the shaft. Higher speeds were possible than could be attained with reciprocating engines, albeit at the cost of more coal. As the White Star Line’s goal was luxury and not speed, this design was not favoured as the principal means of propulsion for the Olympic-class ships. However, the turbine could be used in another way. By incorporating a low-pressure turbine engine in addition to the other two, use could be made of the latent energy that still remained in the steam even after it had been exhausted at sub-atmospheric pressure from the low-pressure cylinders of the reciprocating engines and before it was condensed to water and returned to the boilers. This low-pressure turbine drove the central propeller shaft, although it could only operate at higher speeds. After trials on various ships, the combination of two reciprocating engines and a single low-pressure turbine engine was found to be the most economical in terms of coal consumption and yielded a service speed that was eminently satisfactory. Each of the reciprocating engines developed 15,000IHP (indicated horsepower) at 75RPM (revolutions per minute). The low-pressure turbine developed around 16,000SHP (shaft horsepower) at 165RPM. Combined, the three engines within each of the Olympic-class ships could generate up to 51,000HP (and just over 59,000 if forced), giving the ships a service speed of 21 to 21½ knots with up to 24 knots possible when required.
The steam required to power the three massive engines on each ship was provided by twenty-nine huge boilers arranged side by side in six boiler rooms. Each had multiple furnaces within which the coal burned to heat the feedwater into steam. The five boilers in the aftermost boiler room were single-ended, with furnaces at one end only. The remaining twenty-four were double-ended, and were twice as long, with furnaces at each end. With three furnaces in the five single-ended boilers and six in the double-ended ones (three furnaces at each end), this required up to 159 furnaces to be kept burning with coal simultaneously. All had to be fired in a never-ending rotating sequence, and every piece of coal had to be shovelled by hand. This required a ‘black gang’ of 175 firemen, plus more than seventy-five trimmers whose job was to move the coal from the bunkers to the boilers. With the ship running at its normal service speed of 21 to 22 knots the furnaces could consume 620 to 640 tons of coal per day. The ship’s coal bunkers, situated between the boiler rooms, had a combined capacity of 6,611 tons and an additional 1,092 tons of coal could be carried in the reserve bunker hold just ahead of the forward-most boiler room.
This image taken on 2 July 1909 shows Olympic’s partially plated Tank Top and wing tanks. In the slip to the left, Titanic is being constructed.
Steam from the boilers not only powered the engines that drove each ship, it also generated electricity. Four powerful 400kW dynamos, or generators, were driven by steam and provided electricity for the ship’s lighting, supplemental heating, much of the galley equipment, telephones, Marconi wireless equipment and myriad other needs. There were literally hundreds of miles of electrical cable throughout these massive ships; the lighting alone was provided by way of approximately 10,000 incandescent lamps. The four main dynamos were positioned in two side-by-side pairs within the Electric Engine Room aft of the Reciprocating and Turbine Engine Rooms, just forward of where the propeller shafts exited the hull. Two smaller 30kW emergency dynamos were located five decks higher up in the ship, and could function to provide emergency lighting in the event of catastrophic flooding around the propeller shafts putting the main dynamos out of service. A completely independent emergency lighting circuit could provide limited illumination in the event that the main lighting circuit was out of commission.
A ship of any size requires strength, stability and structure. The principal longitudinal strength centres on the keel, which in each Olympic-class vessel was a massive built-up construction of steel plating 1½in thick amidships and just under 1¼in thick at the bow and stern. Resembling a beam lying on its narrow edge, this vertical keel was 53in wide and 63in high, increasing in height to 75in in the Reciprocating Engine Room to provide additional strength to carry the massive reciprocating engines.
Hydraulic riveter at work on the vertical keel of Olympic. (Engineering/Authors’ Collection)
Four smaller longitudinal members running parallel to the keel on either side provided additional strength in a fore-and-aft direction, and vertical steel plates running in a cross-ways direction between them completed the bottom. From the outer curve of the bottom extending outward and upward were the ship’s frames, resembling a series of parallel ribs. These were constructed of 10in steel channels and were spaced 36in apart amidships, with the spacing gradually reduced to 27in at the stern and 24in at the bow where greater strength was needed to withstand the pounding of heavy seas as well as any light ice that might be encountered in New York Harbor in winter. Completing the framework of the hull were web frames called stringers