Many charities were set up to help the victims and their families, many of whom lost their sole breadwinner, or, in the case of many Third Class survivors, everything they owned. On 29 April opera stars Enrico Caruso and Mary Garden and members of the Metropolitan Opera raised $12,000 ($292,682.93 in 2014)[179] in benefits for victims of the disaster by giving special concerts in which versions of "Autumn" and "Nearer My God To Thee" were part of the programme.[180] In Britain, relief funds were organised for the families of Titanic's lost crew members, raising nearly £450,000 (£40,180,309 today). One such fund was still in operation as late as the 1960s.[181]
Investigations into the disaster
Main articles: United States Senate inquiry into the sinking of the RMS Titanic and British Wreck Commissioner's inquiry into the sinking of the RMS Titanic
Even before the survivors arrived in New York, investigations were
being planned to discover what had happened, and what could be done to
prevent a recurrence. Inquiries were held in both the United States and
United Kingdom, the former more robustly critical of traditions and
practices, and scathing of the failures involved, and the latter broadly
more technical and expert-oriented.[182]The US Senate's inquiry into the disaster was initiated on 19 April, a day after Carpathia arrived in New York.[183] The chairman, Senator William Alden Smith, wanted to gather accounts from passengers and crew while the events were still fresh in their minds. Smith also needed to subpoena all surviving British passengers and crew while they were still on American soil, which prevented them from returning to the UK before the American inquiry was completed on 25 May.[184] The British press condemned Smith as an opportunist, insensitively forcing an inquiry as a means of gaining political prestige and seizing "his moment to stand on the world stage". Smith, however, already had a reputation as a campaigner for safety on US railroads, and wanted to investigate any possible malpractices by railroad tycoon J. P. Morgan, Titanic's ultimate owner.[185]
The British Board of Trade's inquiry into the disaster was headed by Lord Mersey, and took place between 2 May and 3 July. Being run by the Board of Trade, who had previously approved the ship, it was seen by some as having little interest in its own or White Star's conduct being found negligent.[186]
Each inquiry took testimony from both passengers and crew of Titanic, crew members of Leyland Line's Californian, Captain Arthur Rostron of Carpathia and other experts.[187] The British inquiry also took far greater expert testimony, making it the longest and most detailed court of inquiry in British history up to that time.[188] The two inquiries reached broadly similar conclusions: the regulations on the number of lifeboats that ships had to carry were out of date and inadequate,[189] Captain Smith had failed to take proper heed of ice warnings,[190] the lifeboats had not been properly filled or crewed, and the collision was the direct result of steaming into a dangerous area at too high a speed.[189]
Neither inquiry's findings listed negligence by IMM or the White Star Line as a factor. The American inquiry concluded that since those involved had followed standard practice the disaster was an act of God.[191] The British inquiry concluded that Smith had followed long-standing practice that had not previously been shown to be unsafe,[192] noting that British ships alone had carried 3.5 million passengers over the previous decade with the loss of just 10 lives,[193] and concluded that Smith had done "only that which other skilled men would have done in the same position". The British inquiry also warned that "what was a mistake in the case of the Titanic would without doubt be negligence in any similar case in the future".[192]
The recommendations included strong suggestions for major changes in maritime regulations to implement new safety measures, such as ensuring that more lifeboats were provided, that lifeboat drills were properly carried out and that wireless equipment on passenger ships was manned around the clock.[194] An International Ice Patrol was set up to monitor the presence of icebergs in the North Atlantic, and maritime safety regulations were harmonised internationally through the International Convention for the Safety of Life at Sea; both measures are still in force today.[195]
On 18 June 1912, Guglielmo Marconi gave evidence to the Court of Inquiry regarding the telegraphy. Its final report recommended that all liners carry the system and that sufficient operators maintain a constant service.[196]
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