Titanic Birthplace Bailout

October 2, 2019 by

The threatened closure of the Harland & Wolff shipyard has been extinguished, with the purchase from administration by InfraStrata, a London based energy infrastructure company for the sum of £6m pounds.   Seventy nine will keep their jobs with the promise of an increased workforce of several hundred over the next five years.

The Trade unions Unite  and GMB hailed the role of the workforce in securing the yard’s future, who yesterday changed the wording of the banner hanging over the H & W yard  gates from ‘Save our Shipyard’ to ‘We saved Our Shipyard’

Bon Voyage.

 

 

 

Harland & Wolff Shipyard Decisions?

August 30, 2019 by

“A Westminster framing of the struggle over the historic Harland and Wolff shipyards narrow it to one of market versus state: “a purely commercial matter” says Boris Johnson, typically ducking the problem. “We will bring the yards into public ownership,” says John McDonnell, anticipating Labour’s plans for government-led industrial reconstruction.

The shipyard workers themselves, however, now occupying the yards are taking the search for an alternative to a deeper level, addressing the substantive issue of production itself, envisaging a future based not on the fantasy of a return to the grand Titanic-style liners of the past but on producing the infrastructure and inner working of equipment for generating renewable energy through harnessing the power of the wind and the waves.

They are, in practice, challenging the value judgement implicit in Johnson’s appeal to the market: that only the market can judge the social merit of a product; only if a product has a market does it have a value. On the contrary, the workers insist, it would be criminal, in the face of the climate emergency to waste skills and productive capacity which could at minimum cost and through government procurement (and hence political not market, decisions) be put to use immediately to reduce at least the UK’s carbon emissions.

All this would require government support in the interests of citizen survival, a sphere in which the market has clearly failed; indeed the unregulated corporate driven market is the main driver of climate chaos threat.

Moreover, the initiative of the Belfast workers points to a new direction for public ownership and state led reconstruction, a direction already being worked on by Labour. The shipyard workers’ alternative plan, based on a detailed audit of the yard’s productive capacity and on their own skills and experience, illustrates the importance of John McDonnell’s insistence on a new democratic management of public companies based on the principle that “nobody knows better how to run these industries than those who spend their lives with them”.

McDonnell’s confidence in democratising public ownership as a means of maximising the public benefit of public companies, has been inspired by an interestingly similar initiative in the 1970s, of similarly highly skilled workers, aware and indeed proud of the potential usefulness of their skill to the rest of society.

These workers, designers and engineers, working in the different factories of Lucas Aerospace, had, like the Harland and Wolff workers, a tradition of strong organisation and workplace militancy. But for all this militancy, they had not been able to stop the steady decline of jobs; in their case this was mainly the result of technological change as well as competition driven company rationalisations.

As in Belfast, factory closures were the final straw and as with the shipyards, an occupation by itself, was not sufficient to stop closure. For that the Lucas Aerospace workers believed they needed to win political and public support. Tony Benn, then minister for industry, like John McDonnell, was already talking about bringing Aerospace components – and hence Lucas Aerospace into public ownership.

But the workers wanted a deeper kind of change: they’d seen that public ownership of the mines and the railways did not change how the companies were managed or who benefited from their economic “success”. Government increased its revenues but at the same cost of workers’ jobs as in the private sector.

Learning lessons from this, they envisaged public ownership not as an end in itself but a means to sustainable, satisfying and socially useful employment over which they had some control. With this in mind the workplace trade union leaders from the different Lucas Aerospace factories, asked their members to draw up an inventory of local machinery and skills and suggest the alternative products they could design or make to meet unmet social needs.

The workers came up with 150 different product ideas for transport – they actually designed the prototype of a “road rail vehicle”; energy conservation, aids for the handicapped, inspired by discussions at local hospitals, and more. The Lucas Aerospace Workers Plan for Socially Useful Production became a beacon for a democratic and ecological economics.

Its ideas live on as vivid, practical proof that there are alternatives to market-driven imperatives, high-carbon energy generation and manufacturing generally, the arms economy and the employment with which it has been associated. At the core of these alternatives is a participatory and productive form of democracy which releases, and harnesses for the benefit of society the human capacities which the private profit driven market deems “redundant”. Were Labour to make this approach central to its election campaign combined with a strengthening of EU restraints on corporate power, it would become the party able really “to take back control”.

This article was first published by the Independent.

Titanic Shipyard on cusp of closure

July 30, 2019 by

It is reported in the press today 30th July, that workers have urged the Government to nationalise Belfast’s under-threat shipyard as they launched a disruptive protest and hung a banner from one of its landmark cranes.  Trade unionists fear the Harland & Wolff yard, which built the Titanic, could close as early as this week.

 

 

Joseph Bell exchanges letters with J Bruce Ismay

July 25, 2019 by

Letter to Mr J Bruce Ismay from Joseph Bell at sea aboard R.M.S. Olympic on June 14th 1911:

Sir,

“In reply to your enquiry regarding visitors to Engine Rooms, I beg to state that three gentlemen have been in Engine Room during the passage from Southampton all by Mr Blake’s instruction, viz Mr Van Eldon and two gentlemen connected with a French Steamship Company, whose names I do not remember, but whom Mr Blake said had been sent to him by Mr Willett Bruce.

 Another gentleman presented himself this morning saying Mr Currie had instructed him to come to me; I refused him permission on his verbal statement.

 Your instructions’ shall be strictly obeyed”.

I am, Sir,

Your obedient servant,

J . Bell, Chief Engineer

 

 Letter from Mr J Bruce Ismay to Joseph Bell:

 “It came to my knowledge that some people had been down in the Engine Room during the passage from Southampton to Cherbourg. I therefore wrote to Mr Bell in regard thereto, and herewith enclose you his reply. I am sure you will share my surprise that Willett Bruce and Mr Blake should feel themselves justified in giving permission to the gentleman named to visit the Engine Room, and I shall be glad if you will ask them for their explanation for so doing”.

 

TITANIC Survivor Ella White’s walking stick sells for c.£50000

July 24, 2019 by

Mrs. White made her way during the chaos of that fateful April 15, 1912 evening into a lifeboat carrying her black enamelled  walking stick complete with an amber coloured bakelite battery illuminated crown.

Walter Lord, in his landmark book A Night To Remember, wrote, “Mrs. J. Stuart (Ella) White didn’t help row No. 8, but she appointed herself a sort of signalman. She had a cane with a built-in electric light, and during most of the night she waved it fiercely about attempting to signal rescue ships.” Mrs. White was a star witness in court hearings that followed where newspapers recounted her tale of the illuminated walking stick (cane). Remarkably, that walking stick remained with her family, which now, more than a century later, has consigned it to Guernsey’s for sale.

Mrs. Ella White boarded the Titanic as a first class passenger in Cherbourg, France on April 10, 1912. A New Yorker, White had been travelling through Europe and was headed back to New York by way of the Titanic’s maiden voyage. During her European travels, she injured her foot causing her to use a cane to support her balance. Unforeseen to her, this cane would serve a historically valiant and fortuitous purpose beyond aiding her injury.

Mrs. White boarded the ship and retreated to her first-class apartment on deck C where she stayed with Miss Young (a close friend accompanying White on the journey) and her maid and did not vacate until the collision. On the night of April 14, 1912, as Mrs. White was resting in bed, she felt a slight tremor, which she describes as follows: “There did not seem to me that there was any very great impact at all. It was just as though we went over about a thousand marbles. There was nothing terrifying about it at all.” Mrs. White who was seated in her bed on deck C of the Titanic at this fateful moment was not roused by any ship officer or crew member alerting her to the collision. Despite a rather nonchalant reaction, Mrs. White, Miss Young, her maid, and manservant all departed from their first class apartment to the upper deck of the ship.

Upon White’s arrival to the upper deck, she noted it was populated with passengers who were simply standing around waiting to know the result of the collision. It was not until Captain Smith came by and ordered the passengers to put on life preservers that the situation was communicated to White and her fellow passengers. However, the magnitude of the impending disaster was far from comprehensible at that moment. White recalled men causally smoking cigarettes, husband and wives bidding farewell with the notion that they would be reunited shortly, and sea captains reminding passengers boarding lifeboats to keep their passes as it would be their ticket of re-entry to the Titanic.

Ella White was fortunate enough to be on the top deck of the boat, the sole place of departure of lifeboats. She along with her maid and Miss Young all boarded into lifeboat 8, the second boat to depart from the Titanic into the waters of the North Atlantic Ocean. In total, lifeboat 8 contained twenty-two women and four men. The men were assigned the role of oarsman and instructed by the sea captains to row to the light in the distance, drop off the passengers, and row back as soon as possible. Mrs. White remarks that their incompetency resulted in Miss Young and other women having to take over the role of operating the lifeboat.

The members of lifeboat 8, only one of which had any extensive experience operating a boat, indefatigably oared towards the light in the distance for three-quarters of an hour. After this time, the distance between the distant light and the lifeboat did not seem to be lessening by any substantial measure. Unsure if the light they were headed for, the Carpathia, was moving away from them or venturing towards them, the group lost confidence in finding safety there. The group in lifeboat 8 suggested the journey to the distant light seemed daunting and a return to the Titanic could provide for the rescue of a greater number of people.

As lifeboat 8 changed trajectories and sought to find other lifeboats, it proved to be a difficult venture, not due to the proximity of the other boats, but due to the inability to detect them. Unlike the boat in the distance, which was marked by a bright light, the lifeboats’ lamps were “absolutely worth nothing” according to Mrs. White, making the sea of the North Atlantic an impossibly dark place.

Mrs. Ella White had the solution to this problem in her hand. Her black wooden cane offered quite possibly the most luminous light amongst the eighteen lifeboats. She appointed herself as a sort of signalman for the lifeboat, and during most of the night, she waved it about, both helping and causing confusion. As the group in lifeboat 8 turned around and made their way back to the sinking ship, Mrs. Ella White’s cane lit the way amongst the darkness of night in the North Atlantic as the twenty-six members of the lifeboat witnessed the dreadful sinking of the Titanic.

Guernsey’s is honoured to offer this historic cane belonging to Mrs. Ella White in its upcoming Maritime auction. The historic significance of this seemingly banal item is unparalleled. To be equipped with such an instrument, a cane with an electric light, in a time of urgency on this storied evening, is remarkably fortuitous, only adding to the distinction of the item. The use of the cane in lifeboat 8 is recounted in innumerable accounts of the Titanic including Walter Lord’s well-known book A Night to Remember and Michael Davie’s Titanic: The Death and Life of a Legend, as well as Mrs. Ella White’s first-person narrations during the April 1912 hearings, conducted by a special subcommittee of the Senate Commerce Committee.

What an extraordinary survivors account!

[The Dimensions of the walking stick /  cane: 35″ long x 1.25″ in diameter]

Titanic USA Senate Inquiry Abstract

July 19, 2019 by

United States Senate Inquiry

Day 15

Affidavit of A. H. Weikman

APRIL 24, 1912.

Mr. A. H. WEIKMAN:

I certify that my occupation on the Titanic was known as the saloon barber. I was sitting in my barber shop on Sunday night, April 14, 1912, at 11.40 p. m., when the collision occurred. I went forward to the steerage on “G” deck and saw one of the baggage-masters, and he told me that water was coming in the baggage room on the deck below. I think the baggageman’s name was Bessant. I then went upstairs and met Mr. Andrews, the “builder,” and he was giving instructions to get the steerage passengers “on deck.” I proceeded along “E” deck to my room on “C” deck. I went on the main deck and saw some ice laying there. Orders were given, “All hands to man the lifeboats, also to put on lifebelts.” Who gave the orders? “Mr. Dodd, second steward.”

I helped to launch the boats, and there seemed to be a shortage of women. When I was on “E” deck I met the captain returning from “G” deck, who had been there with Mr. Andrews, and the captain was on the bridge at that time. I did not think there was any danger. What happened after the orders were given? Instructions were given to get the passengers into lifebelts and get on deck from all the staterooms. Did you see Mr. Ismay? Yes. I saw Mr. Ismay helping to load the boats. Did you see him get in a boat? Yes; he got in along with Mr. Carter, because there were no women in the vicinity of the boat. This boat was the last to leave, to the best of my knowledge. The officer in charge ordered him into the boat. I think that Mr. Ismay was justified in getting in that boat at that time.

I was proceeding to launch the next boat when the ship suddenly sank at the bow and there was a rush of water that washed me overboard, and therefore human hands did not launch the boat. The men were trying to pull up the sides when the rush of water came, and that was the last moment it was possible to launch any more boats, because the ship was at an angle that it was impossible for anybody to remain on deck. State further what you know about the case. After I was washed overboard I started to swim, when there was a pile of ropes fell upon me, and I managed to get clear of these and started to swim for some dark object in the water. It was dark. This was about 1.50 a. m. toward the stern. How do you know it was 1.50 a. m.? Because my watch was stopped at that time by the water. Did you hear any noise? Yes; I was about 15 feet away from the ship when I heard a second explosion. What caused the explosion? I think the boilers blew up about in the middle of the ship. The explosion blew me along with a wall of water toward the dark object I was swimming to, which proved to be a bundle of deck chairs, which I managed to climb on. While on the chairs I heard terrible groans and cries coming from people in the water. Was it possible to help them? No; it was not. The lifeboats were too far away. Do you think if the lifeboats were nearer they could render any assistance? Yes; had the lifeboats remained close to the Titanic they could have take 10 to 15 or maybe 20 more passengers to each boat. There was a great number of people killed by the explosion, and there was a great number that managed to get far enough away that the explosion did not injure them, and these are the people that I think could have been saved had the lifeboats been close. Did you see the ship go down? I mean the Titanic. Yes; I was afloat on chairs about 100 feet away, looking toward the ship. I seen her sink. Did you feel any suction? No; but there was some waves come toward me caused by the ship going own, and not enough to knock me off of the chairs. How many lifeboats were there on the Titanic? About 18 or 20 and four collapsible boats, and the best equipment possible to put on a ship. Do you think there was enough lifeboats? No.

Do you know anything about the watertight doors? Yes; she had self-closing doors of the latest type, and they all worked, to the best of my knowledge. How fast was she going when she struck the iceberg? I think about 20 knots per hour. Mr. Ismay told me that she was limited to 75 revolutions several days before.

  1. H. WEIKMAN.

Subscribed and sworn to this 24th day of April, A. D. 1912.

 

 

Carlisle Library Leaflet Display

July 16, 2019 by

 

 

Carlisle City Library Joseph Bell Display

Carlisle Library Display

Cumbria’s Carlisle library, Globe Lane, have recently made a display [ image above] to mark the publication of a new tri-folded leaflet about Joseph Bell and the location of his memorial.

Joseph Bell was born in 1861, being named after both his grandfather and great grandfather.  He was educated initially at the Farlam village school and subsequently in Carlisle at Mr Harrison’s School, later to be known as Grosvenor College, located on the corner of Warwick Road and Warwick Square. There was accommodation for about 120 boys aged nine to eighteen. A staff of ten with regular visiting masters assisted the principle. The school’s last headmaster was Frank L Harrison. A serious fire in 1961 forced the school to relocate with the old school buildings being demolished in 1966.

 

Titanic Oil Painting

July 5, 2019 by

The oil painting is by George Fraser  a resident of Northiam, Southampton, in 1912.  The painting of Titanic is seen leaving the dock on her maiden voyage on April 10th 1912. The  painting was begun when the artist saw Titanic in Southampton, but the painting was not completed by him after the sinking of R.M.S. Titanic.

R.M.S. Titanic 1912

New Information Point for Memorial

May 31, 2019 by
Joseph Bell Info Point

The entry in the magazine ‘Cumbria Life’ June 2019 edition.

Memorial Information point

April 23, 2019 by

Joseph Bell was baptised in the church of St Thomas a Becket on the 4th of May 1861, and was named after both his grandfather and great-grandfather.

After Farlam village school he progressed to attending school in Carlisle. At age 15 he was apprenticed as an engine fitter at R & H Stephenson Company shipyard, in Newcastle-upon-Tyne.

Having completed his apprenticeship in Newcastle, Joseph in 1883 entered the service of the Mercantile Marine sailing under the flag of the Liverpool & River Plate Steam Navigation Company for two years, then began his career with the White Star Line serving on some eighteen ships beginning with RMS Oceanic to RMS Titanic, covering the period from 1885 to his death in 1912.

The gravestone memorial in the old churchyard of St Thomas a Becket, Hallbankgate, is annotated with the following text:

JOSEPH BELL AGED 51 YEARS SON OF THE ABOVE

MARGARET BELL CHIEF ENGINEER OF THE SS TITANIC

WHO WAS LOST WITH ALL HIS ENGINEERING STAFF

IN THE FOUNDERING OF THAT VESSEL IN THE ATLANTIC

OCEON AFTER COLLISION WITH AN ICEBERG APRIL 12th

1912.

“No greater love hath man than this. That a

man lay down his life for his friends”

info point [2]

 

Info point