The Ismay Line: The Titanic, the White Star Line and the Ismay family

Description

Chapter I

Chapter IV

Chapter IV details Thomas Henry Ismay’s acquisition of the White Star Line, its early operations, and the establishment of the Oceanic Steam Navigation Company. The White Star Line, originally a fleet of sailing vessels to Australia founded during the Australian gold rush, had gained a strong reputation. After its financial troubles in the 1860s, Ismay purchased its flag and goodwill in 1867 for £1,000, aiming to introduce iron steamships into the trade.

In 1869, Ismay partnered with the influential merchant Gustavus Schwabe, who suggested expanding into transatlantic steam navigation. Schwabe proposed that Ismay build vessels with Harland & Wolff, a Belfast-based shipbuilder partly owned by Schwabe’s nephew. Ismay agreed, founding the Oceanic Steam Navigation Company with an initial capital of £400,000. The company ordered its first four steamships from Harland & Wolff, including the Oceanic, which launched in 1871, marking a revolutionary design shift with iron construction and passenger-centred innovations.

Ismay’s partnership with William Imrie, who managed the company’s sailing vessels, strengthened the line. They prioritized passenger safety, comfort, and service. The White Star Line’s emphasis on reliability led to improvements in steerage conditions, competitive accommodations, and safety protocols, as seen in Ismay’s letters to captains and responses to passenger feedback.

Operational challenges arose, particularly with the fragility of propeller blades, which led Ismay to seek solutions from Harland & Wolff. Ultimately, this foundational period positioned the White Star Line as a pioneering transatlantic service, setting high standards for future operations and innovations in maritime transport.

Chapter V

Chapter V recounts the White Star Line’s first major disaster, the sinking of the Atlantic, along with details about Bruce Ismay’s early life and the acquisition of the Dawpool Estate.

In 1873, the Atlantic was scheduled for a South American trip but ultimately sailed from Liverpool to New York. However, a series of challenges arose: rough weather increased coal consumption, and Captain James Williams, fearing a fuel shortage, redirected to Halifax for refuelling. Miscalculations and a lack of precautionary measures led to the Atlantic striking rocks off Nova Scotia on April 1, resulting in over 500 deaths. Captain Williams, though commended for his efforts to save passengers, faced criticism for the navigation errors, and his license was suspended.

Following the tragedy, Ismay, Imrie & Co. faced public backlash and accusations of coal shortages, which they refuted through statements in The Times. Despite multiple inquiries and rumours, they maintained the Atlantic had sufficient coal. The disaster led to the company refocusing on the North Atlantic route and eventually achieving steady success, paying dividends that rival companies could not match.

The chapter also explores Bruce Ismay’s youth and struggles with his father’s strict expectations. After brief schooling in England and France, Bruce joined his father’s firm, but tension with his father continued, with incidents causing Bruce lasting embarrassment and discouragement. In 1877, T. H. Ismay bought Dawpool Estate, a scenic 390-acre property in Cheshire, providing the family a peaceful retreat near Liverpool.

Chapter VI

Chapter VI highlights the growth and prosperity of the White Star Line and the construction of the new Dawpool House, along with the presentation of a grand silver gilt dinner service to Thomas Ismay in recognition of his contributions.

By the 1880s, White Star Line had established itself as a leading transatlantic shipping company. Thomas Ismay, now highly respected in Liverpool society, served on various boards and had a large social circle. In 1881, he and his wife Margaret decided to replace the old Dawpool house with a grander residence to accommodate their lavish lifestyle. Designed by architect Norman Shaw, the house was an elaborate Elizabethan-style manor, costing £53,000 and requiring a large staff to maintain it. However, despite the attention to detail, issues like smoking chimneys and overdecorated interiors made it less comfortable than anticipated, and the house was eventually sold after Mrs. Ismay’s death in 1907.

The success of the White Star Line led shareholders to commission a formal acknowledgement for Ismay and his partner William Imrie. The shareholders presented Ismay with a silver gilt dinner service, valued at over four thousand guineas, and a portrait by Sir John Millais, while Imrie received paintings by prominent artists. The ornate dinner service, symbolizing the history of navigation, featured figures of famous explorers and intricate designs, reflecting Ismay’s legacy in maritime innovation.

In addition, the chapter includes diary excerpts from Mrs. Ismay detailing the Ismay family’s social activities, travel, and interactions with royalty, showcasing their elevated social standing and active involvement in Victorian society.

Chapter VII

Chapter VII details Bruce Ismay’s return from a tour of New Zealand, incidents involving White Star Line ships, and the establishment of the Liverpool Seamen’s Pension Fund.

In the mid-1880s, White Star Line faced fierce competition from Cunard, Inman, and Guion Lines, with Thomas Henry Ismay (T. H. Ismay) rejecting a merger offer from Cunard’s John Burns to maintain shareholder interests. Correspondence between Ismay and Burns reveals their contrasting strategies: while Burns advocated aggressive fleet expansion, Ismay preferred a more conservative, profitable approach.

Bruce Ismay, now an adult, returned from New Zealand and Australia in 1885, having gained experience and networked extensively. After a brief stay at home, he left for New York to gain experience in White Star’s office, eventually becoming the youngest agent for a leading shipping company. His tenure was marked by challenges, such as a collision between two White Star vessels, Britannic and Celtic, which led to panic and casualties among emigrants.

In 1887, T. H. Ismay launched the Liverpool Seamen’s Pension Fund to support elderly sailors with £20,000, aiming to provide financial security for retired seamen. His wife, Margaret, wholeheartedly supported this philanthropic effort.

Later that year, T. H. Ismay and his wife embarked on an extended trip to India, where they explored extensively. Despite repeated inquiries about expanding White Star’s services to India, Ismay declined due to low freight rates, instead suggesting local entrepreneurs consider starting their own companies with White Star’s shipbuilder.

The chapter emphasizes T. H. Ismay’s deep gratitude for his successes, as reflected in his diary entries that express his faith and commitment to helping others.

Chapter VIII

Chapter VIII covers Bruce Ismay’s marriage, his career developments, and the White Star Line’s advancement with the construction of the Teutonic, the first armed merchant cruiser.

After T. H. Ismay’s return from a journey to Egypt and India, Bruce, who had been in New York, became engaged to Florence Schieffelin, a prominent New York socialite. The engagement faced initial resistance due to her family’s preference for her to stay in America. Nevertheless, they married in December 1888, and after honeymooning, moved to England where Bruce gradually integrated back into family and business life.

At the same time, T. H. Ismay introduced the concept of government-subsidized merchant ships that could be converted to warships if needed. This led to the commissioning of the Teutonic and the Majestic, which revolutionized the Atlantic fleet with their speed, size, and modern designs. In 1889, the Teutonic was launched with significant fanfare, including visits from the Prince of Wales and the German Emperor.

Bruce and Florence’s life in England was a mix of high-society events and domestic challenges. The couple’s arrival in England brought joy but was soon marred by the death of their infant son, Henry, shortly after their relocation. Bruce struggled with the tragic loss, which affected his relationship with children in the future.

The chapter closes with T. H. Ismay’s gradual handover of responsibilities to his sons Bruce and James, positioning them as partners in the firm by 1891 while he retained the role of chairman. The chapter reflects the family’s high social standing, business expansions, and personal losses that shaped Bruce’s future role in the White Star Line.

Chapter IX

Chapter IX focuses on the disappearance of the Naronic, Thomas Henry Ismay’s refusal of a baronetcy, and his final illness and death.

In 1893, White Star Line’s Naronic vanished without a trace after departing Liverpool for New York, with only lifeboats and debris found. The Board of Trade held an inquiry, but no conclusive cause for the disappearance emerged. The incident deeply affected William Graves, a partner in Ismay, Imrie & Company.

Later, in 1897, Queen Victoria offered Ismay a baronetcy in recognition of his contributions, especially for his charitable work, including donations to the Liverpool Seamen’s Pension Fund and other institutions. After much deliberation, Ismay declined the honour, feeling more comfortable as “Mr. Ismay” than as “Sir Thomas.”

In 1899, Ismay fell seriously ill. After seeing his flagship, the Oceanic, completed, he began experiencing intense chest pains, later diagnosed as a gallbladder abscess. Despite surgery, his health continued to deteriorate, and he passed away on November 23, 1899, surrounded by family. His funeral at Thurstaston Church drew a large crowd, including figures from the shipping industry and charitable organizations he had supported.

Ismay’s will reflected his lifelong dedication to charity, leaving substantial bequests to various organizations, including those assisting seamen and children. His death marked a profound loss for his family and Liverpool’s maritime community. His wife, Margaret, remained devoted to his memory, spending subsequent Christmases with family rather than at Dawpool, their shared home.

Chapter X

Chapter X discusses the sale of the White Star Line to the International Mercantile Marine (IMM) and Bruce Ismay’s leadership following his father’s death. As chairman, Bruce adhered to his father’s principles, emphasizing shareholder interests and efficient administration. Known for his reserved personality and strict demeanour, Bruce maintained the company’s established reputation but faced challenges due to his difficulty with public speaking and unpopularity with the press.

By 1901, J. Pierpont Morgan, an American financier, sought to consolidate the transatlantic shipping industry and approached White Star with a substantial offer. Although many British citizens opposed the sale, fearing the loss of a national icon to American interests, most shareholders agreed, swayed by the financial gain and assurance that White Star ships would retain British registration. Despite reservations from Bruce and his family, the sale was finalized in December 1902, integrating White Star into the IMM with Bruce remaining as managing director.

Bruce’s mother, Margaret Ismay, expressed sadness over the sale in her diary, noting that it marked the end of her late husband Thomas’s life work. The transaction stirred significant public reaction and triggered competition, leading Cunard to negotiate government support for building faster vessels to maintain British supremacy in transatlantic travel, culminating in the creation of the Lusitania and Mauretania.

Chapter XI

Chapter XI describes Bruce Ismay’s appointment as president of the International Mercantile Marine (IMM) and the final years of his mother, Margaret Ismay.

In 1904, a year after IMM’s formation, the company faced financial difficulties, and Bruce, already White Star Line’s chairman, was invited by J.P. Morgan to assume IMM’s presidency. Though initially reluctant due to the responsibilities and necessary relocation to New York, Bruce accepted the position with support from his mother and close colleague, Harold Sanderson. This role granted him extensive control over IMM’s subsidiaries, with a salary of $50,000 per year and Morgan’s commitment to cover financial shortfalls for three years. Despite the IMM’s struggles, Bruce’s leadership aimed to stabilize the enterprise, but he found the work demanding and was wary of its long-term challenges.

Meanwhile, Bruce’s mother, Margaret, continued her life at Dawpool with family support but was deeply affected by the loss of her husband. She maintained a quiet life, enjoying trips to Harrogate, Continental holidays, and some experiences with the new era of automobiles, though she preferred horses. Margaret passed away in 1907, having made generous contributions to charities and a permanent memorial for her husband at Liverpool Cathedral. Her death marked the end of an era for the Ismay family, closing a chapter of philanthropic influence and maritime legacy.

Chapter XII

Chapter XII details notable events under Bruce Ismay’s leadership at White Star Line, including the salvage of the Suevic, the opening of the Southampton route, the loss of the Republic, and the construction of the Olympic and Titanic.

In 1907, the Suevic ran aground near the Cornish coast, requiring a complex salvage operation where the ship’s bow was separated and replaced, allowing the vessel to return to service. That same year, White Star Line shifted its fastest ships to a Southampton route, with the Adriatic leading the first regular voyage. This period also marked Ismay and Lord Pirrie’s initial discussions of the Olympic and Titanic, envisioned as luxurious, safe vessels for transatlantic service.

In 1909, the Republic was rammed by the Florida in dense fog near New York, marking the first major use of wireless for maritime rescue. The incident saw the successful evacuation of all passengers, showcasing wireless technology’s life-saving potential.

Another high-profile use of wireless occurred in 1910 with the escape and capture of Dr. Crippen, a notorious murderer fleeing to Canada. The ship captain’s suspicions were reported via wireless, leading to Crippen’s arrest at sea by a pursuing Scotland Yard inspector.

Ismay also implemented a superannuation fund in 1908 to provide pensions for White Star employees, though plans to extend this to officers were halted after the Titanic disaster and Ismay’s subsequent retirement. The chapter reflects White Star Line’s growth and technological advancements during this era.

Chapter XIII

Chapter XIII details the launch of the Olympic and Titanic, with the former making her maiden voyage in 1911. The Olympic was celebrated as a marvel of engineering, alongside the launch of her sister ship, the Titanic, on the same day. The construction of these massive ships was a source of pride, with both vessels showcasing advancements in size, luxury, and efficiency, setting new standards in the shipping industry.

Bruce Ismay travelled on the Olympic’s maiden voyage, during which he noted various improvements to implement in the Titanic, including adjustments to passenger suites and deck spaces. His attention to detail extended to issues such as the placement of holders for cigars in restrooms, the comfort level of beds, and seating adjustments in the dining saloon.

The chapter includes a letter from Ismay commending the Olympic’s performance and recounting his interactions with Harland & Wolff’s Lord Pirrie. It also highlights labour issues White Star faced at Southampton, with Ismay’s insistence on maintaining parity between Liverpool and Southampton wages despite union pressures.

The Olympic’s success symbolized White Star’s status, but the Titanic, despite a less publicized launch, was already under development as the epitome of luxury and safety, set to carry Ismay’s refinements and improvements.

Chapter XIV

Chapter XIV focuses on the circumstances surrounding Bruce Ismay’s planned retirement from the International Mercantile Marine (IMM) and White Star Line, and how these arrangements unfolded prior to the Titanic disaster.

By 1909, Ismay and his wife had bought a permanent residence in London, reflecting his increasing time spent there rather than in Liverpool. In late 1911, Ismay began discussing his retirement plans with Harold Sanderson, his close associate, and proposed that Sanderson should eventually succeed him. Sanderson, however, expressed his desire to retire by the end of 1912, citing the strain of work and a wish for relief.

Ismay proposed extending his own tenure until June 30, 1913, to give Sanderson the premier position he desired, followed by a six-month leave for Sanderson before assuming the presidency. The two reached an agreement, subject to approval by J.P. Morgan & Co., the IMM’s major stakeholders. This agreement included Ismay’s commitment to remain involved as a member of the British Committee and possibly continue as a director for other associated companies.

The chapter concludes with a letter from Charles Steele of Morgan & Co., agreeing to keep the arrangement private until December 1912. Ismay anticipated a smooth transition, unaware that the Titanic disaster in April 1912 would drastically alter public perception of him and overshadow his retirement plans. Despite rumors suggesting that Ismay’s retirement was a reaction to the Titanic tragedy, this chapter shows that his departure was planned well in advance.

Chapter XV

Chapter XV recounts the maiden voyage of the Titanic, its tragic sinking, and the aftermath faced by Bruce Ismay.

The Titanic underwent trials on April 2, 1912, and left Southampton on April 10. Bruce Ismay boarded with his family accompanying him to the port but remained in good spirits, looking forward to the maiden journey of his new ship. His wife and children stayed in England, as he intended only a short trip. Although less celebrated than the Olympic’s launch, the Titanic’s voyage was highly anticipated.

On the voyage, Ismay had a conversation with Chief Engineer Bell regarding fuel conservation, but he was careful not to interfere with the navigation, a claim refuted later in press speculation. Following protocol, the ship’s route was set south to avoid ice, with the crew instructed to remain vigilant.

On April 14, the Titanic struck an iceberg, leading to catastrophic flooding. Ismay assisted in loading lifeboats with women and children, remaining on deck until he was ordered by Chief Officer Wilde into the last collapsible lifeboat. Once aboard the Carpathia, Ismay was devastated, particularly learning that his butler and secretary had perished.

Upon reaching New York, Ismay was embroiled in a fierce media backlash. False accusations emerged, painting him as cowardly and interfering with ship operations. He faced relentless scrutiny during the U.S. Senate inquiry, although the committee ultimately found him blameless. The U.K. inquiry later also cleared him, but the scandal left an indelible mark on his reputation and life. Ismay’s statement expressed his deep regret and a commitment to safety reforms, including lifeboat provisions for all passengers. Despite the inquiries’ findings, he lived under a cloud of public judgment for the remainder of his life.

Chapter XVI

Chapter XVI details the inquiries following the Titanic disaster, Bruce Ismay’s return to England, and the establishment of a fund to aid the families of those lost at sea.

After testifying in the U.S. Senate inquiry, Ismay returned to Liverpool aboard the Adriatic. The British inquiry, led by Lord Mersey, examined the disaster with more sensitivity and knowledge of maritime practices compared to the American proceedings. Ismay faced harsh questioning from some counsel, particularly over the ship’s lifeboat capacity and his own actions during the sinking. However, Lord Mersey’s final judgment ultimately exonerated Ismay from any wrongdoing, stating that his decision to board a lifeboat did not increase the disaster’s toll.

In response to the tragedy, Ismay and his wife pledged funds to establish the Mercantile Marine Widows’ Fund, which provided financial aid to widows of British seamen who perished while serving on registered vessels. Despite ongoing criticism from the American press, Ismay received numerous letters of support from friends, colleagues, and even strangers who expressed sympathy and indignation over his treatment.

After the inquiry, Ismay retreated to Scotland to recover. Later, he purchased a fishing property in Ireland, where he found solace away from public scrutiny. By 1913, he had retired from the presidency of the International Mercantile Marine and the chairmanship of White Star Line. This chapter marks the beginning of his quieter life following the intense public scrutiny and personal impact of the Titanic disaster.

Chapter XVII

Chapter XVII covers the White Star Line’s operations under Harold Sanderson’s leadership after Bruce Ismay’s retirement in 1913, as well as the company’s experiences and contributions during World War I.

After Ismay stepped down, Harold Sanderson took over as chairman and reorganized the company, though the Morgan Combine soon appointed an American president. When World War I broke out, several White Star ships, including the Oceanic and Teutonic, were converted to armed merchant cruisers or troop transports. Tragically, the Oceanic was lost in 1914, and Britannic, the third Olympic-class ship, sank in 1916 after hitting a mine while serving as a hospital ship.

Following the war, White Star struggled to resume its pre-war luxury service due to the loss of vessels. Bruce Ismay, meanwhile, made significant contributions to the Mercantile Marine Service Association, establishing a fund to support British seamen affected by the war.

In the 1920s, White Star began rebuilding its fleet, adding ships like the Majestic and the Homeric, though many of these acquisitions were wartime reparations and not up to traditional White Star standards. Despite these efforts, the company faced financial difficulties as part of the International Mercantile Marine, and eventually, they sought to divest White Star and other holdings.

The chapter closes with reflections on White Star’s legacy, Sanderson’s leadership, and the impact of external pressures, including American immigration laws and post-war economic challenges.

Chapter XVIII

Chapter XVIII describes the final years of the White Star Line, its sale to the Royal Mail group, its eventual merger with Cunard, and the death of Bruce Ismay.

The chapter begins with a look at the struggles of the International Mercantile Marine (IMM), the conglomerate that had acquired White Star in 1902. Financial troubles led IMM to sell White Star to the Royal Mail Steam Packet Company, chaired by Lord Kylsant, in 1927. However, Kylsant’s management failed to stabilize White Star, leading to financial distress and scandal, which ultimately contributed to the Royal Mail’s collapse in 1936.

In 1934, the British government facilitated a merger between Cunard and White Star to secure funds to complete Cunard’s Queen Mary liner. The new company, Cunard White Star Ltd., took over White Star’s remaining assets, though by 1937, nearly all White Star ships were scrapped or sold.

Bruce Ismay’s later years were marked by illness. After an amputation due to circulation issues, he became more reclusive. He died following a stroke on October 17, 1937. His death marked the symbolic end of the Ismay legacy, as the White Star Line itself faded from prominence.

A month before Ismay’s death, the Olympic, the last of his “Olympic-class” ships, was towed to Scotland for demolition.

Appendices:

The final part includes appendices and a bibliography relevant to the history of the White Star Line and its key figures.

• Appendix A lists White Star Line’s regulations, emphasizing safety, command responsibilities, crew duties, and maintenance protocols.
• Appendix B catalogues sailing vessels associated with T. H. Ismay, detailing each ship’s service history, ownership, and ultimate fate.
• Appendix C covers steam vessels built by Harland & Wolff for White Star, including iconic ships like the Titanic, Olympic, and Britannic, with notes on each ship’s specifications, service, and disposition.
• Appendix D lists Bruce Ismay’s voyages to New York on White Star ships, documenting his travels from 1873 to 1912, including his final trip aboard the Titanic.
• Appendix E provides an affidavit from A. H. Weikman, a barber on the Titanic, describing his experiences during the disaster, interactions with Ismay, and the tragedy’s final moments.

Bibliography:

The bibliography references books and periodicals that chronicle maritime history, the Titanic, and influential figures associated with the White Star Line. Notable titles include The Truth of the Titanic by Archibald Gracie, A Night to Remember by Walter Lord, and Home from the Sea by Sir Arthur Rostron, among other works on shipbuilding, North Atlantic travel, and famous shipwrecks.