Part 32

"IMPERIAL GERMAN EMBASSY, "April 22, 1915. Washington, D. C."

This was the first insertion of this advertisement, although it was dated more than a week prior to its publication. Captain Turner, the master of the vessel, saw the advertisement or "something of the kind" before sailing, and realized that the Lusitania was included in the warning. The Liverpool office of the Cunard Company was advised of the sailing and the number of passengers by cable from the New York office, but no mention was made of the above quoted advertisement. Sir Alfred Booth was informed through the press of this advertisement on either Saturday evening, May 1, or Sunday morning, May 2.

The significance and construction to be given to this advertisement will be discussed infra, but it is perfectly plain that the master was fully justified in sailing on the appointed day from a neutral port with many neutral and non-combatant passengers, unless he and his company were willing to yield to the attempt of the German Government to terrify British shipping. No one familiar with the British character would expect that such a threat would accomplish more than to emphasize the necessity of taking every precaution to protect life and property which the exercise of judgment would invite.

And so, as scheduled, the Lusitania sailed, undisguised, with her four funnels and a figure so familiar as to be readily discernible not only by naval officers and marines, but by the ocean-going public generally.

The voyage was uneventful until May 6. On approaching the Irish coast on May 6 the Captain ordered all the boats hanging on the davits to be swung out and lowered to the promenade deckrail, and this order was carried out under the supervision of Staff Captain Anderson, who later went down with the ship. All bulkhead doors which were not necessary for the working of the ship were closed, and it was reported to Captain Turner that this had been done. Lookouts were doubled, and two extra were put forward and one on either side of the bridge; that is, there were two lookouts in the crow's-nest, two in the eyes of the ship, two officers on the bridge, and a quartermaster on either side of the bridge.

Directions were given to the engine room to keep the highest steam they could possibly get on the boilers, and in case the bridge rang for full speed, to give as much as they possibly could. Orders were also given that ports should be kept closed.

At 7:50 P. M., on May 6, the Lusitania received the following wireless message from the Admiral at Queenstown: "Submarines active off south coast of Ireland," and at 7:56 the vessel asked for and received a repetition of his message. The ship was then going at a rate of 21 knots per hour.

At 8:30 P. M. of the same day the following message was received from the British Admiralty:

"To All British Ships 0005:

"Take Liverpool pilot at bar and avoid headlands. Pass harbors at full speed; steer midchannel course. Submarines off Fastnet."

At 8:32 the Admiralty received a communication to show that this message had been received by the Lusitania, and the same message was offered to the vessel seven times between midnight of May 6 and 10 A. M. of May 7.

At about 8 A. M. on the morning of May 7, on approaching the Irish coast, the vessel encountered an intermittent fog, or Scotch mist, called "banks" in seafaring language, and the speed was reduced to 15 knots. Previously the speed, according to Captain Turner's recollection, had been reduced to 18 knots. This adjustment of speed was due to the fact that Captain Turner wished to run the last 150 miles of the voyage in the dark, so as to make Liverpool early on the morning of May 8, at the earliest time when he could cross the bar without a pilot.

Judging from the location of previous submarine attacks, the most dangerous waters in the Lusitania's course were from the entrance to St. George's Channel to Liverpool Bar. There is no dispute as to the proposition that a vessel darkened is much safer from submarine attack at night than in the daytime, and Captain Turner exercised proper and good judgment in planning accordingly as he approached dangerous waters. It is futile to conjecture as to what would or would not have happened had the speed been higher prior to the approach to the Irish coast, because, obviously, until then the Captain could not figure out his situation, not knowing how he might be impeded by fog or other unfavorable weather conditions.

On the morning of May 7, 1915, the ship passed about twenty-five or twenty-six, and, in any event, at least eighteen and a half miles south of Fastnet, which was not in sight. The course was then held up slightly to bring the ship closer to land, and a little before noon land was sighted, and what was thought to be Brow Head was made out.

Meanwhile, between 11 A. M. and noon, the fog disappeared, the weather became clear, and the speed was increased to 18 knots. The course of the vessel was S. 87 E. Mag. At 11:25 A. M. Captain Turner received the following message:

"Submarines active in southern part of Irish Channel, last heard of twenty miles south of Coningbeg. Light vessel make certain 'Lusitania' gets this."

At 12:40 P. M. the following additional wireless message from the Admiralty was received:

"Submarines five miles south of Cape Clear, proceeding west when sighted at 10 A. M."

After picking up Brow Head and at about 12:40 P. M., the course was altered in shore by about 30 degrees, to about N. 63 or 67 E. Mag., Captain Turner did not recall which. Land was sighted which the Captain thought was Galley Head, but he was not sure, and therefore held in shore. This last course was continued for an hour at a speed of 18 knots until 1:40 P. M., when the Old Head of Kinsale was sighted and the course was then changed back to the original course of S. 87 E. Mag.

At 1:50 P. M. the Captain started to take a four-point bearing on the Old Head of Kinsale, and while thus engaged and at about 2:30 P. M., as heretofore stated, the ship was torpedoed on the starboard side. Whether one, two, or three torpedoes were fired at the vessel cannot be determined with certainty. Two of the ship's crew were confident that a third torpedo was fired and missed the ship. While not doubting the good faith of these witnesses, the evidence is not sufficiently satisfactory to be convincing.

There was, however, an interesting and remarkable conflict of testimony as to whether the ship was struck by one or two torpedoes, and witnesses, both passengers and crew, differed on this point, conscientiously and emphatically. The witnesses were all highly intelligent, and there is no doubt that all testified to the best of their recollection, knowledge, or impression, and in accordance with their honest conviction. The weight of the testimony (too voluminous to analyze) is in favor of the "two torpedo" contention, not only because of some convincing direct testimony, (as, for instance, Adams, Lehman, Morton,) but also because of the unquestioned surrounding circumstances. The deliberate character of the attack upon a vessel whose identity could not be mistaken, made easy on a bright day, and the fact that the vessel had no means of defending herself, would lead to the inference that the submarine commander would make sure of her destruction. Further, the evidence is overwhelming that there was a second explosion. The witnesses differ as to the impression which the sound of this explosion made upon them--a natural difference due to the fact, known by common experience, that persons who hear the same explosion even at the same time will not only describe the sound differently, but will not agree as to the number of detonations. As there were no explosives on board, it is difficult to account for the second explosion, except on the theory that it was caused by a second torpedo. Whether the number of torpedoes was one or two is relevant, in this case, only upon the question of what effect, if any, open ports had in accelerating the sinking of the ship.

While there was much testimony and some variance as to the places where the torpedoes struck, judged by the sound or shock of the explosions, certain physical effects, especially as to smoke and blown-up débris, tend to locate the areas of impact with some approach of accuracy.

From all the testimony it may be reasonably concluded that one torpedo struck on the starboard side somewhere abreast of No. 2 boiler room and the other, on the same side, either abreast of No. 3 boiler room or between No. 3 and No. 4. From knowledge of the torpedoes then used by the German submarines, it is thought that they would effect a rupture of the outer hull thirty to forty feet long and ten to fifteen feet vertically.

Cockburn, senior Second Engineer, was of opinion that the explosion had done a great deal of internal damage. Although the lights were out, Cockburn could hear the water coming into the engine room. Water at once entered No. 1 and No. 2 boiler rooms, a result necessarily attributable to the fact that one or both of the coal bunkers were also blown open. Thus, one torpedo flooded some or all of the coal bunkers on the starboard side of Nos. 1 and 2 boiler rooms, and apparently flooded both boiler rooms.

The effect of the other torpedo is not entirely clear. If it struck midway between two bulkheads, it is quite likely to have done serious bulkhead injury. The Lusitania was built so as to float with two compartments open to the sea, and with more compartments open she could not stay afloat. As the side coal bunkers are regarded as compartments, the ship could not float with two boiler rooms flooded and also an adjacent bunker, and, therefore, the damage done by one torpedo was enough to sink the ship.

To add to the difficulties, all the steam had gone as the result of the explosions, and the ship could not be controlled by her engines.

Little, senior Third Engineer, testified that in a few seconds after the explosion the steam pressure fell from 190 to 50 pounds, his explanation being that the main steam pipes or boilers had been carried away.

The loss of control of and by the engines resulted in disability to stop the engines, with the result that the ship kept her headway until she sank. That the ship commenced to list to starboard immediately is abundantly established by many witnesses.