The Man Who Sank Titanic E-Book

Sally Nilsson

• Herausgeber: The History Press
• Kategorie: Sachliteratur, Reportagen, Biografien
• Sprache: Englisch

Veröffentlichungsjahr: 2011

Beschreibung

Robert Hichens has gone down in history as the man who was given the famous order to steer the Titanic away from the iceberg and failed. Following this, his falling out with the 'Unsinkable Molly Brown' over the actions of the lifeboats saw him branded a coward and his name indelibly tarnished. A key witness at both US and British Inquiries, Robert returned to a livelihood where fellow crewmen considered him jinxed. But Robert had a long career and was a hardworking, ambitious seaman. A fisherman at 19, he quickly became a junior officer in the merchant navy. In the Second World War he was part of a cargo ship convoy on route to Africa where his ship dodged mines, U-boats and enemy aircraft. To Robert, being at sea was everything but the dark memories of the Titanic were never far away and in 1933 a failed murder attempt after a bitter feud nearly cost Robert his life. Here Robert's great-granddaughter Sally Nilsson seeks to set the record straight and reveal the true character of the man her family knew. This is one man's story of survival, betrayal and determination.

Leseprobe

This book is dedicated to all my family and especially to my boys – my wonderful husband Paul and my sons Hugo and Henry.

ACKNOWLEDGEMENTS

I am very grateful to everyone who has helped me in the writing of this book. I would like to thank the following people: George Behe who spent a considerable amount of time sending me information and advising and sharing his huge knowledge of Titanic; Don Lynch who sent me newspaper articles and the letter that I have based the story around; Phillip Gowan who wrote the original biography of Robert Hichens and helped me so much on the family history’ Professor Kenneth Plummer from Exeter University who advised me on the complicated subjects of memory and life writing; Louise Berridge, writer and former BBC television producer who I met at The Festival of Writing, who gave advice and encouragement right from the start; Pam Lomax from The Newlyn Archive Centre whose book Newlyn Before the Artists Came and advice was so helpful for writing Robert’s early life story; Richard Woodman, author of More Days, More Dollars, for helping me with valuable crew research; Maria Newbery, Curator of Southampton Maritime Museum, for taking time out of her busy schedule to supply me with important photographs, and thanks too to her colleagues from Southampton Library; Michael Pocock of Maritime Quest for letting me use so many of his photographs of crew and Molly Brown; Bill Wormstedt and Rob Ottmers for letting me use the ice chart and for their excellent work on The Titanic Project; Jonathan from The Titanic Research and Modelling Association for his advice and encouragement; David Brown, author of Last Log of The Titanic, for sending me his detailed account of his theories on the collision; David Bryceson for sending me over images from his book The Titanic Disaster as reported in the British Press; Dave Gittins who put me right about helm orders and lots of other useful research; John Chittenden who helped to explain the turning circle of a ship and made a chart for me; Tad Fitch for his Titanic passenger information; Tom Golembiewski who sent me very interesting articles about Robert from the Chicago press, and for his encouragement; Brian Ticehurst for his help and the useful information he sent me; Dennis Skillicorn, former Southampton BBC radio presenter, who gave me taped interviews of survivors, his harrowing account of his experience of hypothermia and books on the port city; Steph Roundsmith for sending me a copy of the Daily Mail from 20 April 1912; Rick Parsons for his image of Newlyn in the nineteenth century.

And, not forgetting, all my family. I have met so many family members who I didn’t know I had and will keep in contact with them from now on: Michael Dyer and family; Neil ‘Swanny’ Swanson; Elizabeth Cutler who emigrated to Australia; and all from Newlyn. Thanks to Peter and Barbara Clarke in Torquay; to my relatives from Southampton (a huge thank you to Gloria Carey for finding the long-lost photos of Robert’s children hidden in the back of her garage); my cousin Amanda Reeves; Sue Neale; Ching and her son, Robert Hichens; also John and Gary Holden. A big thank you to my family who have been so patient and supportive while I have been writing as well as being a mum, wife, daughter and taxi driver.

Thank you.

Sally Nilsson

CONTENTS

Title

Dedication

Acknowledgements

Introduction

1Newlyn

2Southampton

3Setting Sail

4The First Four Days

5‘Ice, right ahead!’

6Lifeboat 6

7Rescue

8New York

9New York Hearings

10Move to Washington

11Homecoming

12‘Spirited Away’

13Harry Henley

14The English Trader

Epilogue

AppendixWhat Happened to …?

Bibliography

Plates

Copyright

INTRODUCTION

At 11.40p.m. on Sunday 14 April 1912, First Officer William Murdoch shouted the order ‘Hard-a-Starboard!’ to Robert Hichens. For those not nautically minded, starboard means right and port means left. Robert Hichens was the quartermaster and helmsman who, having received the ‘Hard-a-Starboard’ order, spun the wheel as far as it would go in a desperate attempt to steer Titanic away from an iceberg that had been spotted by two lookouts high up in the crow’s nest. Titanic had been travelling at almost her full speed of 22.5 knots and by the time the iceberg was seen by Murdoch it was less than 500yds away. With the helm ‘hard over’ Titanic veered two points to port but it was not enough for the 882ft-long, 46,000-ton luxury liner to avoid the ice in time. Titanic caught the iceberg with a glancing blow on her starboard bow, resulting in such catastrophic damage that the ship foundered and, just over two and a half hours later, she sank. Around 705 passengers and crew were destined to survive but 1,523 perished that night on the freezing north Atlantic.

Robert Hichens, my ancestor, was put in command of lifeboat 6 and given direct orders to row to a ship (thought to be a steamer 5 miles away) to offload his passengers and return. Attempts to reach the steamer failed, though, as her lights moved slowly away into the distance and disappeared. While resting in their lifeboat more than half a mile from where the Titanic foundered, as dawn started to break the survivors saw rockets in the direction from where the Titanic had sunk and turned to row towards the rescue ship that had fired them, Carpathia. They had spent more than seven hours at sea and theirs was the final lifeboat to reach the rescue ship. Robert Hichens was the last man to climb the rope ladder behind the passengers he had seen safely aboard.

There were but a handful of men on duty on deck and in the bridge area on Titanic that night. Apart from Robert and William Murdoch they included crow’s nest lookouts Fleet and Lee, Sixth Officer Moody, Fourth Officer Boxhall and two other quartermasters, Alfred Olliver and George Rowe. The captain, who was always on duty, had been away from the bridge at the time of the collision. Of these men Captain Smith, Moody and Murdoch went down with the ship. The most senior member of Titanic crew to survive the disaster was Second Officer Charles Herbert Lightoller, who would be responsible for telling the world what had happened. He took the stand at both the US and British inquiries and answered hundreds of gruelling questions. Lightoller and more than eighty other witnesses gave their accounts and these statements would be used as the ‘true’ record for the future, becoming the material for journalists, authors, film producers, historians and researchers for 100 years. The above account is the ‘traditional’ story of what took place that fateful night. The Titanic tragedy was a terrible accident caused by a set of unforeseen circumstances. But what if some of the accounts given at the inquiries were not the full truth? What if some of the witnesses stood at the stand and lied? Why would they do such a thing?

The world wanted to know why it was that Titanic was steaming at almost her full speed, directly towards a huge ice field with many icebergs surrounding it – a deadly obstruction. Many ships had reported the field of ice and bergs in the hours, days and weeks before; four of the ships which were following the same tracks or were just miles away, stuck in the ice or diverting to safer waters, had sent messages to Titanic with these very ice warnings. Why had a highly skilled senior officer failed to spot the iceberg through his binoculars when it was only 500yds away and directly ahead of them? How could this disaster possibly have happened?

The Senate Committee in America and the Board of Trade in Britain wanted the answers for many questions, but did they ever get the full story? In researching Robert Hichens, I studied the testimonies from key witnesses and found that there were a number of anomalies; the evidence given by some of the officers and crew did not make sense and it appears that these men did not tell the truth, even under oath. I hope to later show that these anomalies are an integral part of Robert Hichens’ tale and of Titanic’s wider story.

As a result of the sinking and subsequent inquiries, more life-boats were supplied on liners crossing the Atlantic. Searchlights were put on the ships and extra lookouts were stationed at times when ice was near or visibility compromised. The methods for receiving ice messages were also greatly improved. Other safety measures were put in place and the Inquiry was eventually put to rest. However, no one person or organisation was held directly responsible for the sinking and gradually the story began to disappear from the pages of the newspapers. Myths and legends were born and a plethora of books written on the subject were published over the years, exploring some of the diverse reasons for what could have caused the most famous wreck in maritime history. As so many important witnesses did not survive and only one third of the total passengers and crew were saved, here remains a story that will always be shrouded in some degree of mystery.

We do know that Robert Hichens had been put in command of lifeboat 6, which was the second to be lowered on the port side. In his boat were some of the most wealthy and notable first-class passengers to sail on her maiden voyage. One of them was Margaret Tobin Brown, otherwise known as ‘the unsinkable Molly Brown’. If you have seen the 1997 film Titanic you may remember the scene in the lifeboat where the crewman (Robert) refuses to go back for survivors and says to Molly Brown in a ‘cockney’ accent: ‘and there will be one less in this boat if you don’t shut that hole in your face.’1 Margaret Brown, three other women and a Canadian colonel were to either testify at the hearings or report in the newspapers that Robert Hichens was a coward and a bully and behaved dreadfully in the boat, refusing to man the oars and go back to pick up those in the water. I am certainly not the only person to have a villainous relative whose behaviour would be best kept in a locked closet of family secrets, but I wanted to know more. I wanted to know why my great-grandfather behaved the way he did. Was he the craven bully who appeared to have lost his mind as these people claimed, or simply a crewman who was following orders and doing his best to save the people in his care?

In researching for this book I have read and digested a great deal of material to get to the bottom of these accusations. To find out about the man himself I also visited and interviewed family members who have been able to give me a feel of what he was really like. Bearing in mind that Robert would be 130 years old now, these family members are second generation, two in their mid-eighties. When I spoke with them I found them to be incredibly helpful, specific and co-operative and there was certainly nothing wrong with their memories.2 These family members were able to share with me the stories that had been passed to them from their parents and although the Hichens family did not stay close, their narratives were consistent. My great-aunt Dorothy (known as ‘Ching’) and wife of Robert’s youngest son Freddie, was able to help paint a picture of what kind of man Robert was from her husband’s accounts. Only one other relative, Barbara, actually met him.

They helped build up a picture of Robert as a conscientious and hardworking seaman, whose family were very proud when he was chosen as one of six quartermasters to join the Titanic’s maiden voyage. In fact records show that he was the second quartermaster to be signed on in front of many other hopefuls on the morning of Saturday 6 April. He had served with the Royal Naval Reserves and the Merchant Navy for twelve years, gaining his qualifications and earning the respect of the officers he reported to. Yet as a direct result of everything that happened to him that terrible night on Titanic, Robert would be spurned by fellow crewmen, ridiculed in the press and kept away from the family he loved for years. Diagnosed with a post-traumatic mental illness which led to anxiety and depression – fuelled by alcohol – he would eventually try to kill a man and himself, and would serve five years in prison for his crime. Why was Robert affected so badly by his experience on Titanic? I was to find out that other crewmen on duty that night had indeed suffered to the same extent, their lives often ending in tragic circumstances too.

I have had the help of some of the most expert and knowledgeable researchers on Titanic history in the world, who have helped answer the many questions I have come up against while researching Robert Hichens. It is important to note here that many of these experts hold their own opinions and explanations with regards to the tragedy, which is why the story continues to provoke such important debate and discussions. One of these experts is Don Lynch, a leading historian in Titanic history and major contributor for the Titanic Historical Society who worked with James Cameron as historic advisor on the film Titanic and has dived to the wreck site to help in his research for his book Ghosts of the Abyss. Don is also author of the acclaimed book Titanic, An Illustrated History. In this book Don raised an interesting possibility: that Robert could have been ‘spirited away’ to South Africa by the White Star Line, who owned Titanic, in a bid to keep him silent about what he had witnessed that night at the wheel. I wrote to Don to ask him about what he had written and not only did he reply and go on to help me a great deal, but he sent me the astonishing letter shown overleaf which provided him with this information. The letter was written by a man called Thomas Garvey and was given to Don by Garvey’s daughter, after his death in 1982. Too much time has passed for anyone to know whether Thomas Garvey tried to get this information to other people during his lifetime, and it appears that, to date, only three people have seen it. Please study the letter: if the content is to be believed (and the evidence I have found strongly suggests it should be), it paints a very different picture to that of the traditional story and tells of gross negligence, conspiracy and lies.

What I found most extraordinary about the letter was that it implied Robert had heard two separate warnings of ice ahead, one from the crow’s nest and one from the bow, instead of just the call from the crow’s nest as I had read in the Inquiry testimonies. Even more worrying was the claim that Robert had then found the first officer lying unconscious on a lounger at the rear of the pilothouse – which was a separate cabin in front of the wheelhouse. The only way Robert could done this, and have shouted in the first officer’s ear to try to wake him up as the letter suggests, would have been for him to leave his position at the helm in the wheelhouse and walk/run into the pilothouse to discover the officer. At this pivotal moment there had been no one else in the bridge area. Testimonies show that the two officers who should have been there were absent at this crucial time and the standby quartermaster was performing a duty amidship. Later witness statements reported that after the disaster the crew were rounded up and kept under virtual house arrest, and further evidence exists relating to key witnesses being paid for their silence, which you will discover later in the book.

But who was the author of the letter, Thomas Garvey, and the Henry Blum he described? To trace these men, I would first need to find a vessel number for the ship they were on which could then help me find a crew list, but the vessel mentioned in the letter, Revolution, had no official number. I started from scratch by trying to find the basics, so I began by researching the Curtis Turbine Experimental and Demonstration ship SS Revolution (steam yachts were often prefixed with SS in 1902). In England in 1884 the Hon. Charles Parsons had invented and then developed the first compound steam turbine and by 1894 the first marine turbine was installed in the yacht Turbina. The invention was revolutionary and its application was to become universal. Around the same time in America, Charles G. Curtis had also developed a steam turbine using his and the designs of his co-inventor, Carl Gustav de Laval from Sweden. The steam yacht Revolution would be the very first vessel in the US to have installed the ‘Curtis marine turbine’, and Curtis would receive many accolades for his services to the marine industry. An article in the New York Times published 4 July 1902 followed the story, which described her trials off Sandy Hook, New Jersey, as highly successful and which created much excitement. The inventor Charles Curtis was on board, as were two prominent marine engineering experts from the Stevens Institute. The Revolution was a 178ft yacht that would be used for demonstration purposes in order to promote the steam turbine for the commercial market. It was a luxury vessel with six staterooms, three bathrooms, two deck houses and quarters for nineteen crewmen.

In his letter Thomas Garvey wrote that he and the quartermaster (and helmsman) Henry Blum were crew on the Revolution between 1902 and 1903. Although Garvey does not give his rank, his letter suggests that he was of a higher rank than quartermaster. In all probability, only the finest and most experienced men would have been chosen to be crew for such an important and valuable commodity. Henry Blum had also had a long career with the White Star Line, so it should be fair to say that both men would be trusted and professional, with solid reputations – men who weren’t given to ‘flights of fancy’.

Thomas Garvey letter. (Don Lynch)

After reading the letter many times, I decided to follow up its claims about the multiple ice warnings and of Robert being silenced and my research started to go in a very different direction. I found out that other historians already believed and advocated some of what I was just starting to uncover. Another prominent historian, George Behe, had written an incredible piece of detective work in his book Safety, Speed and Sacrifice. Behe found evidence of witnesses who spoke of earlier iceberg warnings on the Titanic, not just the one solitary berg that had been seen by the lookouts. He also found evidence of key witnesses having been paid for their silence from other resources he had painstakingly researched. I followed the leads George had uncovered and found more in other factual works by well-respected historians, plus many newspaper reports and witness statements, many of which never made it to the inquiries.

By far the most fascinating and thought-provoking research came from testimonies of witnesses at both the Titanic inquiries, which I found via the ‘US Titanic Project’. From the evidence given in America and Britain and the reports relayed by the lawyers and experts who adjudicated on them, it is possible to get an incredible insight into what passengers and crew witnessed, from the time they joined the ship at her different ports to when they were rescued by the Carpathia. You can see for yourself how the crewmen on that fateful night spun their different tales of where they were, what they did and what they saw. Be warned though, the inquiries were huge. Patience and a real interest in the disaster is vital because there are thousands of questions and answers that one can research from more than eighty different witnesses. The books I found to be of the most interest when researching were Titanic, An Illustrated History by Don Lynch and Ken Marshall; Titanic, Triumph and Tragedy by John Eaton and Charles Haas; Safety, Speed and Sacrifice by George Behe; The Titanic, End of a Dream by Wynn Crade Wade; Titanic, R.I.P. by Diane Bristow and Titanic Voices by Donald Hyslop, Alistair Forsyth and Sheila Jemima.

In isolation it would be easy to believe that the above reports were second-hand news, not reliable, hearsay or just plain yahoo. I would have agreed if it were not for the fact that there were so many testimonies and histories that, although unrelated, were saying the same things. When the puzzle started to come together and more pieces began to fit, a different account evolved: a story of conspiracy and cover up; of lies and the lives of innocent men ruined because of the guilt and shame they had to carry with them to hide what had really happened that fateful night. Could it really be possible that a senior officer had neglected his duty on a freezing bridge, while his captain and other officers ignored the warnings of danger directly ahead, and were away from the positions they should have been stationed at in the minutes before a devastating collision? The Thomas Garvey letter shows evidence of a different set of events to those generally believed from the ‘traditional’ story. I made the decision to use this evidence in my retelling of the events that happened on Sunday 14 April 1912, and in doing so hope to show with my own research the huge part Robert Hichens played in this historic drama, and how what he witnessed on Titanic affected the rest of his life. It is of course for you the reader to decide which story you believe.

For Robert’s early life I visited Newlyn, Cornwall, and immersed myself in the history and the way of life of the major fishing harbour he grew up in. I spoke to historians at the Morrab Library and at the Newlyn Archive Centre to understand what it would have been like to live there in the late nineteenth century. Again, new family members who I met and have corresponded with were able to tell me about the lives of the people of Newlyn and of the Hichens’ household: where they lived and what they were like. I spoke to the older locals in the pubs, to fishermen (one night in the bowels of an old trawler), and attended church where I was able to glean invaluable research about the community, which in some ways has not changed at all over the years. Local history books gave me the extra detail I needed.

Many hours were spent at the Southampton Library and archives where extensive material was made available for me to research the port city, its history and the lives of the people who lived there. Research on Titanic also came from websites such as Encyclopedia Titanica, the Titanic Historical Society and Titanic-Titanic.com, and in the other books I have used, all of which are listed in the bibliography. Of course the Internet has uncovered a wealth of information and without it I could not have even started writing. The later, harrowing account of Robert’s attempted murder charge comes from the detailed reports of his trial, which was captured in all its grim detail in the newspapers that chronicled the events in Torquay in 1933.

In researching Robert’s last legacy at sea, I learned of the role our merchant seamen played during the Second World War. I never fully comprehended before how they steamed across the Atlantic delivering and bringing back goods vital for our country while in constant fear of attack by enemy aircraft and the wolves of the sea, the U-boats. Researching the part Robert played on his final voyage on a cargo ship was a compelling and poignant reminder of a period of history that should never be forgotten,

Titanic was just one part of Robert’s life – a life which you will see was full of adventure, determination, failure and success. In writing this book I aim to put the record straight and give the most comprehensive account of a man who for a century has been greatly misunderstood. His story begins in a small fishing town in the south-west corner of England in 1882.

Notes

1That particular rebuke was in fact delivered by a steward in lifeboat 8. First-class passenger Colonel Archibald Gracie interviewed many survivors after the disaster and this, plus many other explicit accounts, would be used for his highly acclaimed 1913 book Titanic, A Survivor’s Story.

2Professor Kenneth Plummer from Exeter University advised me on the complicated subjects of memory and life writing.

1

NEWLYN

The year 1882 was a significant one for the people of Newlyn. Work had started on the new 40-acre harbour in the north-west corner of Mount’s Bay, overlooked from the east by the towering battlements of St Michael’s Mount, a rocky outcrop a mile out to sea. Newlyn port boasted one of the largest fishing fleets in the United Kingdom, its position offering protection from prevailing westerly winds and the huge gales they could bring. The new harbour would attract further boats from far and wide that would be able to land their catch at almost any time of the year in her safe waters.

For the fishermen of Newlyn it would be pilchards and mackerel that would bring in their main source of income. Packed into casks called hogsheads, the pilchards left from the new Penzance railway station for London and from there went across the country or were exported to their largest customer, Italy. But these stocks were becoming depleted and the small luggers, known as the swallows of the sea, were starting to be replaced by larger mackerel drivers with bigger crews which were capable of much longer fishing expeditions, and whose men would be away for months at a time in their search for the larger quarry. Many families operated a share system as the mackerel drivers were expensive to maintain. It was with a crew of nine that Phillip Hichens sailed from Newlyn, along the west coast of Britain, up to Scotland and down to the north-east town of Whitby. It was on one of his trips to this Yorkshire fishing port that Phillip met Rebecca Ward. Whitby had many similarities to Newlyn so their union was a natural one, and before long Rebecca, aged twenty, gave birth to their first son Phillip. In 1881, a year later, Rebecca left Whitby with Phillip and their son to start a new life in the small Cornish town.

In this deeply religious community of Celts with its clan mentality Rebecca’s initiation would be tough. Her son, who had been born out of wedlock, would be raised by another family and not return to his parents until he was a teenager. The families of Newlyn and the community were so tight-knit that you needed to ask permission just to join in a chat taking place on the cliff; there would be men standing around in their bowler hats called ‘mullers’ and some of the more daring types chewing on tobacco. On 16 September 1882 Rebecca welcomes her second son, Robert, and it would be he who took the role as eldest son in the Hichens house. Large families were normal in Newlyn, some with up to twelve children, and the Hichens were no exception. Over the next eighteen years Rebecca and Phillip would raise ten children, three girls and seven boys.