diff options
Diffstat (limited to '39415.txt')
| -rw-r--r-- | 39415.txt | 6274 |
1 files changed, 6274 insertions, 0 deletions
diff --git a/39415.txt b/39415.txt new file mode 100644 index 0000000..b1a25d4 --- /dev/null +++ b/39415.txt @@ -0,0 +1,6274 @@ +Project Gutenberg's Loss of the Steamship 'Titanic', by British Government + +This eBook is for the use of anyone anywhere at no cost and with +almost no restrictions whatsoever. You may copy it, give it away or +re-use it under the terms of the Project Gutenberg License included +with this eBook or online at www.gutenberg.org/license + + +Title: Loss of the Steamship 'Titanic' + +Author: British Government + +Release Date: April 15, 2012 [EBook #39415] + +Language: English + +Character set encoding: ASCII + +*** START OF THIS PROJECT GUTENBERG EBOOK LOSS OF THE STEAMSHIP 'TITANIC' *** + + + + +Produced by Chuck Greif and the Online Distributed +Proofreading Team at http://www.pgdp.net (This book was +produced from scanned images of public domain material +from the Google Print project.) + + + + + + + + +PRICE $6.00 + +62D CONGRESS + +SENATE {DOCUMENT + +_2d Session_ + +{NO. 933 + + + + +LOSS OF THE +STEAMSHIP "TITANIC" + +REPORT + +OF A FORMAL INVESTIGATION INTO THE +CIRCUMSTANCES ATTENDING THE FOUNDERING +ON APRIL 15, 1912, OF THE BRITISH +STEAMSHIP "TITANIC," OF LIVERPOOL, +AFTER STRIKING ICE IN OR NEAR LATITUDE +41 deg. 46' N., LONGITUDE 50 deg. 14' W., +NORTH ATLANTIC OCEAN, AS CONDUCTED +BY THE BRITISH GOVERNMENT + +[Illustration: colophon] + +PRESENTED BY MR. SMITH OF MICHIGAN +AUGUST 20, 1912.--Ordered to be printed with illustrations + +WASHINGTON + +1912 + + + + +TABLE OF CONTENTS. + + + Page. + + Introduction 7 + + I. Description of the ship 10 + The White Star Co. 10 + The steamship Titanic 11 + Detailed description 13 + Water-tight compartments 14 + Decks and accommodation 16 + Structure 23 + Life-saving appliances 25 + Pumping arrangements 26 + Electrical installation 27 + Machinery 29 + General 31 + Crew and passengers 32 + + II. Account of the ship's journey across the Atlantic, the messages + she received, and the disaster 32 + The sailing orders 32 + The route followed 33 + Ice messages received 35 + Speed of the ship 39 + The weather conditions 40 + Action that should have been taken 40 + The collision 41 + + III. Description of the damage to the ship and of its gradual + and final effect, with observations thereon 42 + Extent of the damage 42 + Time in which the damage was done 42 + The flooding in the first 10 minutes 42 + Gradual effect of the damage 43 + Final effect of the damage 44 + Observations 45 + Effect of additional subdivision upon floatation 46 + + IV. Account of the saving and rescue of those who survived 48 + The boats 48 + Conduct of Sir C. Duff Gordon and Mr. Ismay 53 + The third-class passengers 53 + Means taken to procure assistance 54 + The rescue by the steamship "Carpathia" 54 + Numbers saved 55 + + V. The circumstances in connection with the steamship "Californian" 56 + + VI. The Board of Trade's administration 60 + + VII. Finding of the court 77 + + VIII. Recommendations 85 + Water-tight subdivision 85 + Lifeboats and rafts 86 + Manning the boats and boat drills 87 + General 87 + + + + +REPORT ON THE LOSS OF THE STEAMSHIP "TITANIC." + +THE MERCHANTS SHIPPING ACTS, 1894 TO 1906. + + In the matter of the formal investigation held at the Scottish + Hall, Buckingham Gate, Westminster, on May 2, 3, 7, 8, 9, 10, 14, + 15, 16, 17, 20, 21, 22, 23, and 24, June 4, 5, 6, 7, 10, 11, 12, + 13, 14, 17, 18, 19, 21, 24, 25, 26, 27, 28, and 29; at the Caxton + Hall, Caxton Street, Westminster, on July 1 and 3; and at the + Scottish Hall, Buckingham Gate, Westminster, on July 30, 1912, + before the Right Hon. Lord Mersey, Wreck Commissioner, assisted by + Rear Admiral the Hon. S. A. Gough-Calthorpe, C. V. O., R. N.; Capt. + A. W. Clarke; Commander F. C. A. Lyon, R. N. R.; Prof. J. H. Biles, + D. Sc., LL. D. and Mr. E. C. Chaston, R. N. R., as assessors, into + the circumstances attending the loss of the steamship _Titanic_, of + Liverpool, and the loss of 1,490 lives in the North Atlantic Ocean, + in lat. 41 deg. 46' N., long. 50 deg. 14' W. on April 15 last. + + +REPORT OF THE COURT. + +The court, having carefully inquired into the circumstances of the +above-mentioned shipping casualty, finds, for the reasons appearing in +the annex hereto, that the loss of the said ship was due to collision +with an iceberg, brought about by the excessive speed at which the ship +was being navigated. + +Dated this 30th day of July, 1912. + +MERSEY, +_Wreck Commissioner_. + +We concur in the above report. + +ARTHUR GOUGH-CALTHORPE, + +A. W. CLARKE, + +F. C. A. LYON, + +J. H. BILES, + +EDWARD C. CHASTON, + +_Assessors_. + + + + +LOSS OF THE STEAMSHIP "TITANIC." + + REPORT OF A FORMAL INVESTIGATION INTO THE CIRCUMSTANCES ATTENDING + THE FOUNDERING ON APRIL 15, 1912, OF THE BRITISH STEAMSHIP TITANIC, + OF LIVERPOOL, AFTER STRIKING ICE IN OR NEAR LATITUDE 41 deg. 46' N., + LONGITUDE 50 deg. 14' W., NORTH ATLANTIC OCEAN, WHEREBY LOSS OF LIFE + ENSUED. + + +ANNEX TO THE REPORT. + + + + +INTRODUCTION. + + +On April 23, 1912, the Lord Chancellor appointed a wreck commissioner +under the merchant shipping acts, and on April 26 the home secretary +nominated five assessors. On April 30 the board of trade requested that +a formal investigation of the circumstances attending the loss of the +steamship _Titanic_ should be held, and the court accordingly commenced +to sit on May 2. Since that date there have been 37 public sittings, at +which 97 witnesses have been examined, while a large number of +documents, charts, and plans have been produced. The 26 questions +formulated by the board of trade, which are set out in detail below, +appear to cover all the circumstances to be inquired into. Briefly +summarized, they deal with the history of the ship, her design, +construction, size, speed, general equipment, life-saving apparatus, +wireless installation, her orders and course, her passengers, her crew, +their training, organization and discipline; they request an account of +the casualty, its cause and effect, and of the means taken for saving +those on board the ship; and they call for a report on the efficiency of +the rules and regulations made by the board of trade under the merchant +shipping acts and on their administration, and, finally, for any +recommendations to obviate similar disasters which may appear to the +court to be desirable. The 26 questions, as subsequently amended, are +here attached: + +1. When the _Titanic_ left Queenstown on or about April 11 last-- + +(_a_) What was the total number of persons employed in any capacity on +board her, and what were their respective ratings? + +(_b_) What was the total number of her passengers, distinguishing sexes +and classes, and discriminating between adults and children? + +2. Before leaving Queenstown on or about April 11 last did the _Titanic_ +comply with the requirements of the merchant shipping acts, 1894-1906, +and the rules and regulations made thereunder with regard to the safety +and otherwise of "passenger steamers" and "emigrant ships"? + +3. In the actual design and construction of the _Titanic_ what special +provisions were made for the safety of the vessel and the lives of those +on board in the event of collisions and other casualties? + +4. Was the _Titanic_ sufficiently and efficiently officered and manned? +Were the watches of the officers and crew usual and proper? Was the +_Titanic_ supplied with proper charts? + +5. What was the number of the boats of any kind on board the _Titanic_? +Were the arrangements for manning and launching the boats on board the +_Titanic_ in case of emergency proper and sufficient? Had a boat drill +been held on board; and, if so, when? What was the carrying capacity of +the respective boats? + +6. What installations for receiving and transmitting messages by +wireless telegraphy were on board the _Titanic_? How many operators were +employed on working such installations? Were the installations in good +and effective working order, and were the number of operators sufficient +to enable messages to be received and transmitted continuously by day +and night? + +7. At or prior to the sailing of the _Titanic_ what, if any, +instructions as to navigation were given to the master or known by him +to apply to her voyage? Were such instructions, if any, safe, proper, +and adequate, having regard to the time of year and dangers likely to be +encountered during the voyage? + +8. What was in fact the track taken by the _Titanic_ in crossing the +Atlantic Ocean? Did she keep to the track usually followed by liners on +voyages from the United Kingdom to New York in the month of April? Are +such tracks safe tracks at that time of the year? Had the master any, +and, if so, what, discretion as regards the track to be taken? + +9. After leaving Queenstown on or about April 11 last did information +reach the _Titanic_ by wireless messages or otherwise by signals of the +existence of ice in certain latitudes? If so, what were such messages or +signals and when were they received, and in what position or positions +was the ice reported to be, and was the ice reported in or near the +track actually being followed by the _Titanic_? Was her course altered +in consequence of receiving such information; and, if so, in what way? +What replies to such messages or signals did the _Titanic_ send, and at +what times? + +10. If at the times referred to in the last preceding question or later +the _Titanic_ was warned of or had reason to suppose she would encounter +ice, at what time might she have reasonably expected to encounter it? +Was a good and proper lookout for ice kept on board? Were any, and, if +so, what, directions given to vary the speed; if so, were they carried +out? + +11. Were binoculars provided for and used by the lookout men? Is the use +of them necessary or usual in such circumstances? Had the _Titanic_ the +means of throwing searchlights around her? If so, did she make use of +them to discover ice? Should searchlights have been provided and used? + +12. What other precautions were taken by the _Titanic_ in anticipation +of meeting ice? Were they such as are usually adopted by vessels being +navigated in waters where ice may be expected to be encountered? + +13. Was ice seen and reported by anybody on board the _Titanic_ before +the casualty occurred? If so, what measures were taken by the officer on +watch to avoid it? Were they proper measures and were they promptly +taken? + +14. What was the speed of the _Titanic_ shortly before and at the moment +of the casualty? Was such speed excessive under the circumstances? + +15. What was the nature of the casualty which happened to the _Titanic_ +at or about 11.45 p. m. on April 14 last? In what latitude and longitude +did the casualty occur? + +16. What steps were taken immediately on the happening of the casualty? +How long after the casualty was its seriousness realized by those in +charge of the vessel? What steps were then taken? What endeavors were +made to save the lives of those on board and to prevent the vessel from +sinking? + +17. Was proper discipline maintained on board after the casualty +occurred? + +18. What messages for assistance were sent by the _Titanic_ after the +casualty, and at what times, respectively? What messages were received +by her in response, and at what times, respectively? By what vessels +were the messages that were sent by the _Titanic_ received, and from +what vessels did she receive answers? What vessels other than the +_Titanic_ sent or received messages at or shortly after the casualty in +connection with such casualty? What were the vessels that sent or +received such messages? Were any vessels prevented from going to the +assistance of the _Titanic_ or her boats owing to messages received from +the _Titanic_ or owing to any erroneous messages being sent or received? +In regard to such erroneous messages, from what vessels were they sent +and by what vessels were they received, and at what times, respectively? + +19. Was the apparatus for lowering the boats on the _Titanic_ at the +time of the casualty in good working order? Were the boats swung out, +filled, lowered, or otherwise put into the water and got away under +proper superintendence? Were the boats sent away in seaworthy condition +and properly manned, equipped, and provisioned? Did the boats, whether +those under davits or otherwise, prove to be efficient and serviceable +for the purpose of saving life? + +20. What was the number of (_a_) passengers, (_b_) crew taken away in +each boat on leaving the vessel? How was this number made up, having +regard to (1) sex, (2) class, (3) rating? How many were children and how +many adults? Did each boat carry its full load; and if not, why not? + +21. How many persons on board the _Titanic_ at the time of the casualty +were ultimately rescued and by what means? How many lost their lives +prior to the arrival of the steamship _Carpathia_ in New York? What was +the number of passengers distinguishing between men and women and adults +and children of the first, second, and third classes, respectively, who +were saved? What was the number of the crew, discriminating their +ratings and sex, that were saved? What is the proportion which each of +these numbers bears to the corresponding total number on board +immediately before the casualty? What reason is there for the +disproportion, if any? + +22. What happened to the vessel from the happening of the casualty until +she foundered? + +23. Where and at what time did the _Titanic_ founder? + +24. What was the cause of the loss of the _Titanic_, and of the loss of +life which thereby ensued or occurred? What vessels had the opportunity +of rendering assistance to the _Titanic_; and if any, how was it that +assistance did not reach the _Titanic_ before the steamship _Carpathia_ +arrived? Was the construction of the vessel and its arrangements such as +to make it difficult for any class of passengers or any portion of the +crew to take full advantage of any of the existing provisions for +safety? + +25. When the _Titanic_ left Queenstown, on or about April 11 last, was +she properly constructed and adequately equipped as a passenger steamer +and emigrant ship for the Atlantic service? + +26. The court is invited to report upon the rules and regulations made +under the merchant shipping acts, 1894-1906, and the administration of +those acts and of such rules and regulations, so far as the +consideration thereof is material to this casualty, and to make any +recommendations or suggestions that it may think fit, having regard to +the circumstances of the casualty with a view to promoting the safety of +vessels and persons at sea. + +In framing this report it has seemed best to divide it into sections in +the following manner: + +First. A description of the ship as she left Southampton on April 10 and +of her equipment, crew, and passengers. + +Second. An account of her journey across the Atlantic, of the messages +she received and of the disaster. + +Third. A description of the damage to the ship and of its gradual and +final effect with observations thereon. + +Fourth. An account of the saving and rescue of those who survived. + +Fifth. The circumstances in connection with the steamship _Californian_. + +Sixth. An account of the board of trade's administration. + +Seventh. The finding of the court on the questions submitted; and + +Eighth. The recommendations held to be desirable. + + + + +I.--DESCRIPTION OF THE SHIP. + + +THE WHITE STAR LINE. + +The _Titanic_ was one of a fleet of 13 ships employed in the transport +of passengers, mails, and cargo between Great Britain and the United +States, the usual ports of call for the service in which she was engaged +being Southampton, Cherbourg, Plymouth, Queenstown, and New York. + +The owners are the Oceanic Steam Navigation Co. (Ltd.), usually known as +the White Star Line, a British registered company, with a capital of +L750,000, all paid up, the directors being Mr. J. Bruce Ismay +(chairman), the Right Hon. Lord Pirrie, and Mr. H. A. Sanderson. + +The company are owners of 29 steamers and tenders; they have a large +interest in 13 other steamers, and also own a training sailing ship for +officers. + +All the shares of the company, with the exception of eight held by +Messrs. E. C. Grenfell, Vivian H. Smith, W. S. M. Burns, James Gray, J. +Bruce Ismay, H. A. Sanderson, A. Kerr, and the Right Hon. Lord Pirrie, +have, since the year 1902, been held by the International Navigation Co. +(Ltd.), of Liverpool, a British registered company, with a capital of +L700,000, of which all is paid up, the directors being Mr. J. Bruce +Ismay (chairman), and Messrs. H. A. Sanderson, Charles F. Torrey, and H. +Concannon. + +The debentures of the company, L1,250,000, are held mainly, if not +entirely, in the United Kingdom by the general public. + +The International Navigation Co. (Ltd.), of Liverpool, in addition to +holding the above-mentioned shares of the Oceanic Steam Navigation Co. +(Ltd.), is also the owner of-- + +1. Practically the whole of the issued share capital of the British & +North Atlantic Steam Navigation Co. (Ltd.), and the Mississippi & +Dominion Steamship Co. (Ltd.), (the Dominion Line). + +2. Practically the whole of the issued share capital of the Atlantic +Transport Co. (Ltd), (the Atlantic Transport Line). + +3. Practically the whole of the issued ordinary share capital and about +one-half of the preference share capital of Frederick Leyland & Co. +(Ltd.), (the Leyland Line). + +As against the above-mentioned shares and other property, the +International Navigation Co. (Ltd.) have issued share lien certificates +for L25,000,000. + +Both the shares and share lien certificates of the International +Navigation Co. (Ltd.) are now held by the International Mercantile +Marine Co. of New Jersey, or by trustees for the holders of its +debenture bonds. + + +THE STEAMSHIP "TITANIC." + +The _Titanic_ was a three-screw vessel of 46,328 tons gross and 21,831 +net register tons, built by Messrs. Harland & Wolff for the White Star +Line service between Southampton and New York. She was registered as a +British steamship at the port of Liverpool, her official number being +131,428. Her registered dimensions were-- + + Feet + Length 852.50 + Breadth 92.50 + Depth from top of keel to top of beam at lowest point of + sheer of C deck, the highest deck which extends + continuously from bow to stern 64.75 + Depth of hold 59.58 + Height from B to C deck 9.00 + Height from A to B deck 9.00 + Height from boat to A deck 9.50 + Height from boat deck to water line amidships at time of + accident, about 60.50 + ====== + Displacement at 34 feet 7 inches is tons 52,310 + +The propelling machinery consisted of two sets of four-cylinder +reciprocating engines, each driving a wing propeller, and a turbine +driving the center propeller. The registered horsepower of the +propelling machinery was 50,000. The power which would probably have +been developed was at least 55,000. + +_Structural arrangements._--The structural arrangements of the _Titanic_ +consisted primarily of-- + +(1) An outer shell of steel plating, giving form to the ship up to the +top decks. + +(2) _Steel decks._--These were enumerated as follows: + + ---------------------------------------+---------+------------------- + | | Distance + | Height | from 34 feet + | to next | 7 inches water + | deck | line amidships. + | above. +---------+--------- + | | Above. | Below. + ---------------------------------------+---------+---------+--------- + |_Ft. in._|_Ft. in._|_Ft. in._ + Boat deck, length about 500 feet | | 58 0 | + A deck, length about 500 feet | 9 6 | 48 6 | + B deck, length about 550 feet, with | | | + 125 feet forecastle and 105 feet poop| 9 0 | 39 6 | + C deck, whole length of ship | 9 0 | 30 6 | + D deck, whole length of ship | 10 6 | 20 0 | + | |(Tapered | + | | down at | + | | ends.) | + E deck, whole length of ship | 9 0 | 11 0 | + F deck, whole length of ship | 8 6 | 2 6 | + G deck, 190 feet forward of boilers, | | | + 210 feet aft of machinery | 8 0 | | 5 6 + Orlop deck, 190 feet forward of | | | + boilers, 210 feet aft of machinery | 8 0 | | 13 6 + ---------------------------------------+---------+--------------------- + +C, D, E, and F were continuous from end to end of the ship. The decks +above these were continuous for the greater part of the ship, extending +from amidships both forward and aft. The boat deck and A deck each had +two expansion joints, which broke the strength continuity. The decks +below were continuous outside the boiler and engine rooms and extended +to the ends of the ship. Except in small patches none of these decks was +water-tight in the steel parts, except the weather deck and the orlop +deck aft. + +(3) _Transverse vertical bulkheads._--There were 15 transverse +water-tight bulkheads, by which the ship was divided in the direction of +her length into 16 separate compartments. These bulkheads are referred +to as "A" to "P," commencing forward. + +The water-tightness of the bulkheads extended up to one or other of the +decks D or E; the bulkhead A extended to C, but was only water-tight to +D deck. The position of the D, E, and F decks, which were the only ones +to which the water-tight bulkheads extended, was in relation to the +water line (34 feet 7 inches draft) approximately as follows: + + --------+------------------------------- + | Height above water line + | (34 feet 7 inches). + |---------+--------------------- + | Lowest | | + | part | | + | amid- | At bow. | At stern. + | ships. | | + --------+---------+---------+----------- + |_Ft. in._|_Ft. in._| _Ft. in._ + D | 20 0 | 33 0 | 25 0 + E | 11 0 | 24 0 | 16 0 + F | 2 6 | 15 6 | 7 6 + --------+---------+--------------------- + +These were the three of the four decks which, as already stated, were +continuous all fore and aft. The other decks, G and orlop, which +extended only along a part of the ship, were spaced about 8 feet apart. +The G deck forward was about 7 feet 6 inches above the water line at the +bow and about level with the water line at bulkhead D, which was at the +fore end of boilers. The G deck aft and the orlop deck at both ends of +the vessel were below the water line. The orlop deck abaft of the +turbine engine room and forward of the collision bulkhead was +water-tight. Elsewhere, except in very small patches, the decks were not +water-tight. All the decks had large openings or hatchways in them in +each compartment, so that water could rise freely through them. + +There was also a water-tight inner bottom, or tank top, about 5 feet +above the top of the keel, which extended for the full breadth of the +vessel from bulkhead A to 20 feet before bulkhead P, i.e., for the whole +length of the vessel except a small distance at each end. The transverse +water-tight divisions of this double bottom practically coincided with +the water-tight transverse bulkheads; there was an additional +water-tight division under the middle of the reciprocating engine-room +compartment (between bulkheads K and L). There were three longitudinal +water-tight divisions in the double bottom, one at the center of the +ship, extending for about 670 feet, and one on each side, extending for +447 feet. + +All the transverse bulkheads were carried up water-tight to at least the +height of the E deck. Bulkheads A and B, and all bulkheads from K (90 +feet abaft amidships) to P, both inclusive, further extended water-tight +up to the underside of D deck. A bulkhead further extended to C deck, +but it was water-tight only to D deck. + +Bulkheads A and B forward, and P aft, had no openings in them. All the +other bulkheads had openings in them, which were fitted with water-tight +doors. Bulkheads D to O, both inclusive, had each a vertical sliding +water-tight door at the level of the floor of the engine and boiler +rooms for the use of the engineers and firemen. On the Orlop deck there +was one door, on bulkhead N, for access to the refrigerator rooms. On G +deck there were no water-tight doors in the bulkheads. On both the F and +E decks nearly all the bulkheads had water-tight doors, mainly for +giving communication between the different blocks of passenger +accommodation. All the doors, except those in the engine-rooms and +boiler rooms, were horizontal sliding doors workable by hand, both at +the door and at the deck above. + +There were 12 vertical sliding water-tight doors which completed the +water-tightness of bulkheads D to O, inclusive, in the boiler and engine +rooms. Those were capable of being simultaneously closed from the +bridge. The operation of closing was intended to be preceded by the +ringing from the bridge of a warning bell. + +These doors were closed by the bringing into operation of an electric +current and could not be opened until this current was cut off from the +bridge. When this was done the doors could only be opened by a +mechanical operation manually worked separately at each door. They +could, however, be individually lowered again by operating a lever at +the door. In addition, they would be automatically closed, if open, +should water enter the compartment. This operation was done in each case +by means of a float, actuated by the water, which was in either of the +compartments which happened to be in the process of being flooded. + +There were no sluice valves or means of letting water from one +compartment to another. + + +DETAILED DESCRIPTION. + +The following is a more detailed description of the vessel, her +passenger and crew accommodation, and her machinery. + + +WATER-TIGHT COMPARTMENTS. + +The following table shows the decks to which the bulkheads extended, and +the number of doors in them: + + +---------+---------+------------+---------+-------+-------+ + | | | Engine | | | | + | | Extends | and boiler | | | | + |Bulkhead | up to |spaces (all |Orlop to |F to E |E to D | + | letter. | under- | controlled |G deck. | deck. | deck. | + | | side of | from | | | | + | | deck. | bridge). | | | | + +---------+---------+------------+---------+-------+-------+ + | A | C | ... | ... | ... | ... | + | B | D | ... | ... | ... | ... | + | C | E | ... | ... | 1 | ... | + | D | E | [1]1 | ... | 1 | ... | + | E | E | [2]1 | ... | ... | ... | + | F | E | [2]1 | ... | 2 | ... | + | G | E | [2]1 | ... | ... | ... | + | H | E | [2]1 | ... | 2 | ... | + | J | E | [2]1 | ... | 2 | ... | + | K | D | 1 | ... | ... | 2 | + | L | D | 1 | ... | ... | 2 | + | M | D | 1 | ... | 1 | 2 | + | N | D | 1 | 1 | 1 | 2 | + | O | D | 1 | ... | ... | 1 | + | P | D | ... | ... | ... | ... | + +---------+---------+------------+---------+-------+-------+ + + +The following table shows the actual contents of each separate +water-tight compartment. The compartments are shown in the left column, +the contents of each compartment being read off horizontally. The +contents of each water-tight compartment is separately given in the deck +space in which it is: + + -------+---------+----------+----------+-----------+-----------+--------- + | Length | | | | | + |of each | | | | | + | water- | | Orlop | | | + | tight | | | | | + Water- |compart- | | to G | G to F | F to E | E to D + tight | ment | | | | | + compart-| in fore | Hold. | deck. | deck. | deck. | deck. + ment | and aft | | | | | + | direc- | | | | | + | tion. | | | | | + -------+---------+----------+----------+-----------+-----------+--------- + |_Feet._ | | | | | + Bow to A| 46 |Forepeak |Forepeak |Forepeak |Forepeak |Forepeak + | |tank (not |storeroom.|storeroom. |storeroom. |storeroom. + | |used | | | | + | |excepting | | | | + | |for | | | | + | |trimming | | | | + | |ship). | | | | + A-B | 45 |Cargo |Cargo. |Living |Living |Living + | | | |spaces for |spaces for |spaces for + | | | |firemen, |firemen. |firemen. + | | | |etc. | | + B-C | 51 | do | do |Third-class|Third-class|Third-class + | | | |passenger |passenger |passenger + | | | |accommo- |accommo- |and seamen's + | | | |dation. |dation. |spaces. + C-D | 51 |Alternati-|Luggage |Baggage, | do |Third-class + | |vely coal |and |squash | |passenger + | |and cargo.|mails. |rackets, & | |accommo- + | | | |third-class| |dation. + | | | |passengers.| | + D-E | 54 |No. 6 |No. 6 |Coal and | do |First-class + | |boiler |boiler |boiler | |passenger + | |room. |room. |casing. | |accommo- + | | | | | |dation. + E-F | 57 |No. 5 |No. 5 |Coal bunker|Linen rooms| Do. + | |boiler |boiler |and boiler |and | + | |room. |room. |casing and |swimming | + | | | |swimming |bath. | + | | | |bath. | | + F-G | 57 |No. 4 |No. 4 |Coal bunker|Steward's, |First-class + | |boiler |boiler | and boiler| Turkish | and + | |room. |room. | casing. | baths, | stewards. + | | | | | etc. | + G-H | 57 |No. 3 |No. 3 | do. | Third- |First and + | |boiler |boiler | | class | second + | |room. |room. | | saloon. | class and + | | | | | | stewards. + H-J | 60 |No. 2 |No. 2 | do. | do. |First class. + | |boiler |boiler | | | + | |room. |room. | | | + J-K | 35 |No. 1 |No. 1 | do. |Third-class|First class + | |boiler |boiler | | galley, | and + | |room. |room. | | stewards, | stewards. + | | | | | etc. | + K-L | 69 |Recipro- |Recipro- |Reciprocat-|Engineers' |First class + | | cating- | cating- |ing-engine | and | and + | | engine | engine |room | recipro- | engineers' + | |room. |room. |casing, | cating- | mess, etc. + | | | | workshop | engine | + | | | | and | casing. | + | | | | engineers'| | + | | | | stores. | | + L-M | 57 |Turbine- |Turbine- |Turbine- |Second- |Second class + | |engine |engine |engine room|class- |and stewards + | |room. |room. |casing and | turbine- | etc. + | | | | small |engine room| + | | | | stewards' | casing. | + | | | | stores. | | + M-N | 63 |Electric- |Provisions|Provisions.|Second |Second and + | |engine |and elect-| |class |third class. + | |room. |ric engine| | | + | | | casing. | | | + N-O | 54 |Tunnel |Refrigera-|Third class| do | Do. + | | |ted cargo.| | | + O-P | 57 | do |Cargo | do |Third class|Third class. + P to | |Afterpeak |Afterpeak |Stores |Stores |Stores. + stern | | tank for | tank for | | | + | | trimming | trimming | | | + | | ship. | ship. | | | + -------+---------+----------+----------+-----------+-----------+------------ + +The vessel was constructed under survey of the British Board of Trade +for a passenger certificate, and also to comply with the American +immigration laws. + +Steam was supplied from six entirely independent groups of boilers in +six separate water-tight compartments. The after boiler room No. 1 +contained five single-ended boilers. Four other boiler rooms, Nos. 2, 3, +4, and 5, each contained five double-ended boilers. The forward boiler +room, No. 6, contained four double-ended boilers. The reciprocating +engines and most of the auxiliary machinery were in a seventh separate +water-tight compartment aft of the boilers; the low-pressure turbine, +the main condensers, and the thrust blocks of the reciprocating engine +were in an eighth separate water-tight compartment. The main electrical +machinery was in a ninth separate water-tight compartment immediately +abaft the turbine engine room. Two emergency steam-driven dynamos were +placed on the D deck, 21 feet above the level of the load water line. +These dynamos were arranged to take their supply of steam from any of +the three of the boiler rooms Nos. 2, 3, and 5, and were intended to be +available in the event of the main dynamo room being flooded. + +The ship was equipped with the following: + +(1) Wireless telegraphy. + +(2) Submarine signaling. + +(3) Electric lights and power systems. + +(4) Telephones for communication between the different working positions +in the vessel. In addition to the telephones, the means of communication +included engine and docking telegraphs, and duplicate or emergency +engine-room telegraph, to be used in the event of any accident to the +ordinary telegraph. + +(5) Three electric elevators for taking passengers in the first class up +to A deck, immediately below the boat deck, and one in the second class +for taking passengers up to the boat deck. + +(6) Four electrically driven boat winches on the boat deck for hauling +up the boats. + +(7) Life-saving appliances to the requirements of the board of trade, +including boats and life belts. + +(8) Steam whistles on the two foremost funnels, worked on the +Willett-Bruce system of automatic control. + +(9) Navigation appliances, including Kelvin's patent sounding machines +for finding the depth of water under the ship without stopping; Walker's +taffrail log for determining the speed of the ship; and flash signal +lamps fitted above the shelters at each of the navigating bridge for +Morse signaling with other ships. + + +DECKS AND ACCOMMODATION. + +The boat deck was an uncovered deck, on which the boats were placed. At +its lowest point it was about 92 feet 6 inches above the keel. The +overall length of this deck was about 500 feet. The forward end of it +was fitted to serve as the navigating bridge of the vessel and was 190 +feet from the bow. On the after end of the bridge was a wheel house, +containing the steering wheel and a steering compass. The chart room was +immediately abaft this. On the starboard side of the wheel house and +funnel casing were the navigating room, the captain's quarters, and some +officers' quarters. On the port side were the remainder of the officers' +quarters. At the middle line abaft the forward funnel casing were the +wireless-telegraphy rooms and the operators' quarters. The top of the +officers' house formed a short deck. The connections from the Marconi +aerials were made on this deck, and two of the collapsible boats were +placed on it. Aft of the officers' house were the first-class +passengers' entrance and stairways and other adjuncts to the passengers' +accommodation below. These stairways had a minimum effective width of 8 +feet. They had assembling landings at the level of each deck, and three +elevators communicating from E to A decks, but not to the boat deck, +immediately on the fore side of the stairway. + +All the boats except two Engelhardt life rafts were carried on this +deck. There were seven lifeboats on each side, 30 feet long, 9 feet +wide. There was an emergency cutter, 25 feet long, on each side at the +fore end of the deck. Abreast of each cutter was an Engelhardt life +raft. One similar raft was carried on the top of the officers' house on +each side. In all there were 14 lifeboats, 2 cutters, and 4 Engelhardt +life rafts. + +The forward group of four boats and one Engelhardt raft were placed on +each side of the deck alongside the officers' quarters and the +first-class entrance. Further aft at the middle line on this deck was +the special platform for the standard compass. At the after end of this +deck was an entrance house for second-class passengers with a stairway +and elevator leading directly down to F deck. There were two vertical +iron ladders at the after end of this deck leading to A deck for the use +of the crew. Alongside and immediately forward of the second-class +entrance was the after group of lifeboats, four on each side of the +ship. + +In addition to the main stairways mentioned there was a ladder on each +side amidships giving access from the A deck below. At the forward end +of the boat deck there was on each side a ladder leading up from A deck +with a landing there, from which by a ladder access to B deck could be +obtained direct. Between the reciprocating engine casing and the third +funnel casing there was a stewards' stairway, which communicated with +all the decks below as far as E deck. Outside the deck houses was +promenading space for first-class passengers. + +_A deck._--The next deck below the boat deck was A deck. It extended +over a length of about 500 feet. On this deck was a long house extending +nearly the whole length of the deck. It was of irregular shape, varying +in width from 24 feet to 72 feet. At the forward end it contained 34 +staterooms and abaft these a number of public rooms, etc., for +first-class passengers, including two first-class entrances and +stairway, reading room, lounge, and the smoke room. Outside the deck +house was a promenade for first-class passengers. The forward end of it +on both sides of the ship, below the forward group of boats and for a +short distance farther aft, was protected against the weather by a steel +screen, 192 feet long, with large windows in it. In addition to the +stairway described on the boat deck, there was near the after end of the +A deck and immediately forward of the first-class smoke room another +first-class entrance, giving access as far down as C deck. The +second-class stairway at the after end of this deck (already described +under the boat deck) had no exit on to the A deck. The stewards' +staircase opened onto this deck. + +_B deck._--The next lowest deck was B deck, which constituted the top +deck of the strong structure of the vessel, the decks above and the side +plating between them being light plating. This deck extended +continuously for 550 feet. There were breaks or wells both forward and +aft of it, each about 50 feet long. It was terminated by a poop and +forecastle. On this deck were placed the principal staterooms of the +vessel, 97 in number, having berths for 198 passengers, and aft of these +was the first-class stairway and reception room, as well as the +restaurant for first-class passengers and its pantry and galley. +Immediately aft of this restaurant were the second-class stairway and +smoke room. At the forward end of the deck outside the house was an +assembling area, giving access by the ladders, previously mentioned, +leading directly to the boat deck. From this same space a ladderway led +to the forward third-class promenade on C deck. At the after end of it +were two ladders giving access to the after third-class promenade on C +deck. At the after end of this deck, at the middle line, was placed +another second-class stairway, which gave access to C, D, E, F, and G +decks. + +At the forward end of the vessel, on the level of the B deck, was +situated the forecastle deck, which was 125 feet long. On it were +placed the gear for working the anchors and cables and for warping (or +moving) the ship in dock. At the after end, on the same level, was the +poop deck, about 105 feet long, which carried the after-warping +appliances and was a third-class promenading space. Arranged above the +poop was a light docking bridge, with telephone, telegraphs, etc., +communicating to the main navigating bridge forward. + +_C deck._--The next lowest deck was C deck. This was the highest deck +which extended continuously from bow to stern. At the forward end of it, +under the forecastle, was placed the machinery required for working the +anchors and cables and for the warping of the ship referred to on B deck +above. There were also the crew's galley and the seamen's and firemen's +mess-room accommodation, where their meals were taken. At the after end +of the forecastle, at each side of the ship, were the entrances to the +third-class spaces below. On the port side, at the extreme after end and +opening onto the deck, was the lamp room. The break in B deck between +the forecastle and the first-class passenger quarters formed a well +about 50 feet in length, which enabled the space under it on C deck to +be used as a third-class promenade. This space contained two hatchways, +the No. 2 hatch, and the bunker hatch. The latter of these hatchways +gave access to the space allotted to the first and second class baggage +hold, the mails, specie and parcel room, and to the lower hold, which +was used for cargo or coals. Abaft of this well there was a house 450 +feet long and extending for the full breadth of the ship. It contained +148 staterooms for first class, besides service rooms of various kinds. +On this deck, at the forward first-class entrance, were the purser's +office and the inquiry office, where passengers' telegrams were received +for sending by the Marconi apparatus. Exit doors through the ship's side +were fitted abreast of this entrance. Abaft the after end of this long +house was a promenade at the ship's side for second-class passengers, +sheltered by bulwarks and bulkheads. In the middle of the promenade +stood the second-class library. The two second-class stairways were at +the ends of the library, so that from the promenade access was obtained +at each end to a second-class main stairway. There was also access by a +door from this space into each of the alleyways in the first-class +accommodation on each side of the ship and by two doors at the after end +into the after well. This after well was about 50 feet in length and +contained two hatchways called No. 5 and No. 6 hatches. Abaft this well, +under the poop, was the main third-class entrance for the after end of +the vessel leading directly down to G deck, with landings and access at +each deck. The effective width of this stairway was 16 feet to E deck. +From E to F it was 8 feet wide. Aft of this entrance on B deck were the +third-class smoke room and the general room. Between these rooms and the +stern was the steam steering gear and the machinery for working the +after-capstan gear, which was used for warping the after end of the +vessel. The steam steering gear had three cylinders. The engines were in +duplicate to provide for the possibility of breakdown of one set. + +_D deck._--The general height from D deck to C deck was 10 feet 6 +inches, this being reduced to 9 feet at the forward end, and 9 feet 6 +inches at the after end, the taper being obtained gradually by +increasing the sheer of the D deck. The forward end of this deck +provided accommodation for 108 firemen, who were in two separate +watches. There was the necessary lavatory accommodation, abaft the +firemen's quarters at the sides of the ship. On each side of the middle +line immediately abaft the firemen's quarters there was a vertical +spiral staircase leading to the forward end of a tunnel, immediately +above the tank top, which extended from the foot of the staircase to the +forward stokehole, so that the firemen could pass direct to their work +without going through any passenger accommodation or over any passenger +decks. On D deck abaft of this staircase was the third class promenade +space which was covered in by C deck. From this promenade space there +were 4 separate ladderways with 2 ladders, 4 feet wide to each. One +ladderway on each side forward led to C deck, and one, the starboard, +led to E deck and continued to F deck as a double ladder and to G deck +as a single ladder. The two ladderways at the after end led to E deck on +both sides and to F deck on the port side. Abaft this promenade space +came a block of 50 first-class staterooms. This surrounded the forward +funnel. The main first-class reception room and dining saloon were aft +of these rooms and surrounded the No. 2 funnel. The reception room and +staircase occupied 83 feet of the length of the ship. The dining saloon +occupied 112 feet, and was between the second and third funnels. Abaft +this came the first-class pantry, which occupied 56 feet of the length +of the ship. The reciprocating engine hatch came up through this pantry. + +Aft of the first-class pantry, the galley, which provides for both first +and second class passengers, occupied 45 feet of the length of the ship. +Aft of this were the turbine engine hatch and the emergency dynamos. +Abaft of and on the port side of this hatch were the second-class pantry +and other spaces used for the saloon service of the passengers. On the +starboard side abreast of these there was a series of rooms used for +hospitals and their attendants. These spaces occupied about 54 feet of +the length. Aft of these was the second-class saloon occupying 70 feet +of the length. In the next 88 feet of length there were 38 second-class +rooms and the necessary baths and lavatories. From here to the stern was +accommodation for third-class passengers and the main third-class +lavatories for the passengers in the after end of the ship. The +water-tight bulkheads come up to this deck throughout the length from +the stern as far forward as the bulkhead dividing the after boiler room +from the reciprocating engine room. The water-tight bulkhead of the two +compartments abaft the stem was carried up to this deck. + +_E deck._--The water-tight bulkheads, other than those mentioned as +extending to D deck, all stopped at this deck. At the forward end was +provided accommodation for three watches of trimmers, in three separate +compartments, each holding 24 trimmers. Abaft this, on the port side, +was accommodation for 44 seamen. Aft of this, and also on the starboard +side of it, were the lavatories for crew and third-class passengers; +further aft again came the forward third-class lavatories. Immediately +aft of this was a passageway right across the ship communicating +directly with the ladderways leading to the decks above and below and +gangway doors in the ship's side. This passage was 9 feet wide at the +sides and 15 feet at the center of the ship. + +From the after end of this cross passage main alleyways on each side of +the ship ran right through to the after end of the vessel. That on the +port side was about 8-1/2 feet wide. It was the general communication +passage for the crew and third-class passengers and was known as the +working passage. In this passage at the center line in the middle of the +length of the ship direct access was obtained to the third-class dining +rooms on the deck below by means of a ladderway 20 feet wide. Between +the working passage and the ship's side was the accommodation for the +petty officers, most of the stewards, and the engineers' mess room. This +accommodation extended for 475 feet. From this passage access was +obtained to both engine rooms and the engineers' accommodation, some +third-class lavatories and also some third-class accommodation at the +after end. There was another cross passage at the end of this +accommodation about 9 feet wide, terminating in gangway doors on each +side of the ship. The port side of it was for third-class passengers and +the starboard for second class. A door divided the parts, but it could +be opened for any useful purpose, or for an emergency. The second-class +stairway leading to the boat deck was in the cross passageway. + +The passage on the starboard side ran through the first and then the +second-class accommodation, and the forward main first-class stairway +and elevators extended to this deck, whilst both the second-class main +stairways were also in communication with this starboard passage. There +were 4 first-class, 8 first or second alternatively, and 19 second-class +rooms leading off this starboard passage. + +The remainder of the deck was appropriated to third-class accommodation. +This contained the bulk of the third-class accommodation. At the forward +end of it was the accommodation for 53 firemen constituting the third +watch. Aft of this in three water-tight compartments there was +third-class accommodation extending to 147 feet. In the next water-tight +compartment were the swimming bath and linen rooms. In the next +water-tight compartments were stewards' accommodation on the port side, +and the Turkish baths on the starboard side. The next two water-tight +compartments each contained a third-class dining room. + +The third-class stewards' accommodation, together with the third-class +galley and pantries, filled the water-tight compartment. The engineers' +accommodation was in the next compartment directly alongside the casing +of the reciprocating engine room. The next 3 compartments were allotted +to 64 second-class staterooms. These communicated direct with the +second-class main stairways. The after compartments contained +third-class accommodation. All spaces on this deck had direct ladderway +communication with the deck above, so that if it became necessary to +close the water-tight doors in the bulkheads an escape was available in +all cases. On this deck in the way of the boiler rooms were placed the +electrically driven fans which provided ventilation to the stokeholes. + +_G deck._--The forward end of this deck had accommodation for 15 leading +firemen and 30 greasers. The next water-tight compartment contained +third-class accommodation in 26 rooms for 106 people. The next +water-tight compartment contained the first-class baggage room, the +post-office accommodation, a racquet court, and 7 third-class rooms for +34 passengers. From this point to the after end of the boiler room the +space was used for the 'tween deck bunkers. Alongside the reciprocating +engine room were the engineers' stores and workshop. Abreast of the +turbine engine room were some of the ship's stores. In the next +water-tight compartment abaft the turbine room were the main body of the +stores. The next two compartments were appropriated to 186 third-class +passengers in 60 rooms; this deck was the lowest on which any passengers +or crew were carried. + +Below G deck were two partial decks, the orlop and lower orlop decks, +the latter extending only through the fore peak and No. 1 hold; on the +former deck, abaft the turbine engine room, were some storerooms +containing stores for ship's use. + +Below these decks again came the inner bottom, extending fore-and-aft +through about nine-tenths of the vessel's length, and on this were +placed the boilers, main and auxiliary machinery, and the electric-light +machines. In the remaining spaces below G deck were cargo holds or +'tween decks, seven in all, six forward and one aft. The firemen's +passage, giving direct access from their accommodation to the forward +boiler room by stairs at the forward end, contained the various pipes +and valves connected with the pumping arrangements at the forward end of +the ship, and also the steam pipes conveying steam to the windlass gear +forward and exhaust steam pipes leading from winches and other deck +machinery. It was made thoroughly water-tight throughout its length, and +at its after end was closed by a water-tight vertical sliding door of +the same character as other doors on the inner bottom. Special +arrangements were made for pumping this space out, if necessary. The +pipes were placed in this tunnel to protect them from possible damage by +coal or cargo, and also to facilitate access to them. + +On the decks was provided generally, in the manner above described, +accommodation for a maximum number of 1,034 first-class passengers, and +at the same time 510 second-class passengers and 1,022 third-class +passengers. Some of the accommodation was of an alternative character +and could be used for either of two classes of passengers. In the +statement of figures the higher alternative class has been reckoned. +This makes a total accommodation for 2,566 passengers. + +Accommodation was provided for the crew as follows: About 75 of the deck +department, including officers and doctors, 326 of the engine-room +department, including engineers, and 544 of the victualing department, +including pursers and leading stewards. + +_Access of passengers to the boat deck._--The following routes led +directly from the various parts of the first-class passenger +accommodation to the boat deck: From the forward ends of A, B, C, D, and +E decks by the staircase in the forward first-class entrance direct to +the boat deck. The elevators led from the same decks as far as A deck, +where further access was obtained by going up the top flight of the main +staircase. + +The same route was available for first-class passengers forward of +midships on B, C, and E decks. + +First-class passengers abaft midships on B and C decks could use the +staircase in the after main entrance to A deck, and then could pass out +onto the deck and by the midships stairs beside the house ascend to the +boat deck. They could also use the stewards' staircase between the +reciprocating-engine casing and Nos. 1 and 2 boiler casing, which led +direct to the boat deck. This last route was also available for +passengers on E deck in the same divisions who could use the forward +first-class main stairway and elevators. + +Second-class passengers on D deck could use their own after stairway to +B deck and could then pass up their forward stairway to the boat deck, +or else could cross their saloon and use the same stairway throughout. + +Of the second-class passengers on E deck, those abreast of the +reciprocating-engine casing, unless the water-tight door immediately +abaft of them was closed, went aft and joined the other second-class +passengers. If, however, the water-tight door at the end of their +compartment was closed, they passed through an emergency door into the +engine room and directly up to the boat deck by the ladders and gratings +in the engine-room casing. + +The second-class passengers on E deck in the compartment abreast the +turbine casing on the starboard side, and also those on F deck on both +sides below could pass through M water-tight bulkhead to the forward +second-class main stairway. If this door were closed, they could pass by +the stairway up to the serving space at the forward end of the +second-class saloon and go into the saloon and thence up the forward +second-class stairway. + +Passengers between M and N bulkheads on both E and F decks could pass +directly up to the forward second-class stairway to the boat deck. + +Passengers between N and O bulkheads on D, E, F, and G decks could pass +by the after second-class stairway to B deck and then cross to the +forward second-class stairway and go up to the boat deck. + +Third-class passengers at the fore end of the vessel could pass by the +staircases to C deck in the forward well and by ladders on the port and +starboard sides at the forward end of the deck houses, thence direct to +the boat deck outside the officers' accommodation. They might also pass +along the working passage on E deck and through the emergency door to +the forward first-class main stairway, or through the door on the same +deck at the forward end of the first-class alleyway and up the +first-class stairway direct to the boat deck. + +The third-class passengers at the after end of the ship passed up their +stairway to E deck and into the working passage and through the +emergency doors to the two second-class stairways and so to the boat +deck, like second-class passengers. Or, alternatively, they could +continue up their own stairs and entrance to C deck, thence by the two +ladders at the after end of the bridge onto the B deck and thence by the +forward second-class stairway direct to the boat deck. + +_Crew._--From each boiler room an escape or emergency ladder was +provided direct to the boat deck by the fidleys, in the boiler casings, +and also into the working passage on E deck, and thence by the stair +immediately forward of the reciprocating-engine casing, direct to the +boat deck. + +From both the engine rooms ladders and gratings gave direct access to +the boat deck. + +From the electric engine room, the after tunnels, and the forward pipe +tunnels escapes were provided direct to the working passage on E deck +and thence by one of the several routes already detailed from that +space. + +From the crew's quarters they could go forward by their own staircases +into the forward well and thence, like the third-class passengers, to +the boat deck. + +The stewards' accommodation being all connected to the working passage +or the forward main first-class stairway, they could use one of the +routes from thence. + +The engineers' accommodation also communicated with the working passage, +but as it was possible for them to be shut between two water-tight +bulkheads, they had also a direct route by the gratings in the +engine-room casing to the boat deck. + +On all the principal accommodation decks the alleyways and stairways +provided a ready means of access to the boat deck, and there were clear +deck spaces in way of all first, second, and third class main entrances +and stairways on boat deck and all decks below. + + +STRUCTURE. + +The vessel was built throughout of steel and had a cellular double +bottom of the usual type, with a floor at every frame, its depth at the +center line being 63 inches, except in way of the reciprocating +machinery, where it was 78 inches. For about half of the length of the +vessel this double bottom extended up the ship's side to a height of 7 +feet above the keel. Forward and aft of the machinery space the +protection of the inner bottom extended to a less height above the keel. +It was so divided that there were four separate water-tight compartments +in the breadth of the vessel. Before and abaft the machinery space there +was a water-tight division at the center line only, except in the +foremost and aftermost tanks. Above the double bottom the vessel was +constructed of the usual transverse frame system, reenforced by web +frames, which extended to the highest decks. + +At the forward end the framing and plating was strengthened with a view +to preventing panting and damage when meeting thin harbor ice. + +Beams were fitted on every frame at all decks from the boat deck +downward. An external bilge keel about 300 feet long and 25 inches deep +was fitted along the bilge amidships. + +The heavy ship's plating was carried right up to the boat deck, and +between the C and B decks was doubled. The stringer or edge plate of the +B deck was also doubled. This double plating was hydraulic riveted. + +All decks were steel plated throughout. + +The transverse strength of the ship was in part dependent on the 15 +transverse water-tight bulkheads, which were specially stiffened and +strengthened to enable them to stand the necessary pressure in the event +of accident, and they were connected by double angles to decks, inner +bottom, and shell plating. + +The two decks above the B deck were of comparatively light scantling, +but strong enough to insure their proving satisfactory in these +positions in rough weather. + +_Water-tight subdivision._--In the preparation of the design of this +vessel it was arranged that the bulkheads and divisions should be so +placed that the ship would remain afloat in the event of any two +adjoining compartments being flooded and that they should be so built +and strengthened that the ship would remain afloat under this condition. +The minimum freeboard that the vessel would have in the event of any two +compartments being flooded was between 2 feet 6 inches and 3 feet from +the deck adjoining the top of the water-tight bulkheads. With this +object in view, 15 water-tight bulkheads were arranged in the vessel. +The lower part of C bulkhead was doubled and was in the form of a +cofferdam. So far as possible the bulkheads were carried up in one plane +to their upper sides, but in cases where they had for any reason to be +stepped forward or aft, the deck, in way of the step, was made into a +water-tight flat, thus completing the water-tightness of the +compartment. In addition to this, G deck in the after peak was made a +water-tight flat. The orlop deck between bulkheads which formed the top +of the tunnel was also water-tight. The orlop deck in the forepeak tank +was also a water-tight flat. The electric-machinery compartment was +further protected by a structure some distance in from the ship's side, +forming six separate water-tight compartments, which were used for the +storage of fresh water. + +Where openings were required for the working of the ship in these +water-tight bulkheads they were closed by water-tight sliding doors +which could be worked from a position above the top of the water-tight +bulkhead, and those doors immediately above the inner bottom were of a +special automatic closing pattern, as described below. By this +subdivision there were in all 73 compartments, 29 of these being above +the inner bottom. + +_Water-tight doors._--The doors (12 in number) immediately above the +inner bottom were in the engine and boiler room spaces. They were of +Messrs. Harland & Wolff's latest type, working vertically. The doorplate +was of cast iron of heavy section, strongly ribbed. It closed by +gravity, and was held in the open position by a clutch which could be +released by means of a powerful electromagnet controlled from the +captain's bridge. In the event of accident, or at any time when it might +be considered desirable, the captain or officer on duty could, by simply +moving an electric switch, immediately close all these doors. The time +required for the doors to close was between 25 and 30 seconds. Each door +could also be closed from below by operating a hand lever fitted +alongside the door. As a further precaution floats were provided beneath +the floor level, which, in the event of water accidentally entering any +of the compartments, automatically lifted and thus released the +clutches, thereby permitting the doors in that particular compartment to +close if they had not already been dropped by any other means. These +doors were fitted with cataracts, which controlled the speed of closing. +Due notice of closing from the bridge was given by a warning bell. + +A ladder or escape was provided in each boiler room, engine room, and +similar water-tight compartment, in order that the closing of the doors +at any time should not imprison the men working therein. + +The water-tight doors on E deck were of horizontal pattern, with +wrought-steel doorplates. Those on F deck and the one aft on the Orlop +deck were of similar type, but had cast-iron doorplates of heavy +section, strongly ribbed. Each of the between-deck doors, and each of +the vertical doors on the tank top level could be operated by the +ordinary hand gear from the deck above the top of the water-tight +bulkhead, and from a position on the next deck above, almost directly +above the door. To facilitate the quick closing of the doors, plates +were affixed in suitable positions on the sides of the alleyways, +indicating the positions of the deck plates, and a box spanner was +provided for each door, hanging in suitable clips alongside the deck +plate. + +_Ship's side doors._--Large side doors were provided through the side +plating, giving access to passengers' or crew's accommodation as +follows: + +On the saloon (D) deck on the starboard side in the forward third-class +open space, one baggage door. + +In way of the forward first-class entrance, two doors close together on +each side. + +On the upper (E) deck, one door each side at the forward end of the +working passage. + +On the port side abreast the engine room, one door leading into the +working passage. One door each side on the port and starboard sides aft +into the forward second-class entrance. + +All the doors on the upper deck were secured by lever handles, and were +made water-tight by means of rubber strips. Those on the saloon deck +were closed by lever handles, but had no rubber. + +_Accommodation ladder._--One teak accommodation ladder was provided, and +could be worked on either side of the ship in the gangway door opposite +the second-class entrance on the upper deck (E). It had a folding +platform and portable stanchions, hand rope, etc. The ladder extended to +within 3 feet 6 inches of the vessel's light draft, and was stowed +overhead in the entrance abreast the forward second-class main +staircase. Its lower end was arranged so as to be raised and lowered +from a davit immediately above. + +_Masts and rigging._--The vessel was rigged with two masts and fore and +aft sails. The two pole masts were constructed of steel, and stiffened +with angle irons. The poles at the top of the mast were made of teak. + +A lookout cage, constructed of steel, was fitted on the foremast at a +height of about 95 feet above the water line. Access to the cage was +obtained by an iron vertical ladder inside of the foremast, with an +opening at C deck and one at the lookout cage. An iron ladder was fitted +on the foremast from the hounds to the masthead light. + + +LIFE-SAVING APPLIANCES. + +_Life buoys._--Forty-eight, with beckets, were supplied, of pattern +approved by the board of trade. They were placed about the ship. + +_Life belts._--Three thousand five hundred and sixty life belts, of the +latest improved overhead pattern, approved by the board of trade, were +supplied and placed on board the vessel and there inspected by the board +of trade. These were distributed throughout all the sleeping +accommodation. + +_Lifeboats._--Twenty boats in all were fitted on the vessel, and were of +the following dimensions and capacities: + + Fourteen wood lifeboats, each 30 feet long by 9 feet 1 inch broad + by 4 feet deep, with a cubic capacity of 655.2 cubic feet, + constructed to carry 65 persons each. + + Emergency boats: + + One wood cutter, 25 feet 2 inches long by 7 feet 2 inches broad by + 3 feet deep, with a cubic capacity of 326.6 cubic feet, constructed + to carry 40 persons. + + One wood cutter, 25 feet 2 inches long by 7 feet 1 inch broad by 3 + feet deep, with a cubic capacity of 322.1 cubic feet, constructed + to carry 40 persons. + + Four Engelhardt collapsible boats, 27 feet 5 inches long by 8 feet + broad by 3 feet deep, with a cubic capacity of 376.6 cubic feet, + constructed to carry 47 persons each. + + Or a total of 11,327.9 cubic feet for 1,178 persons. + +The lifeboats and cutters were constructed as follows: + +The keels were of elm. The stems and stern posts were of oak. They were +all clinker built of yellow pine, double fastened with copper nails, +clinched over rooves. The timbers were of elm, spaced about 9 inches +apart, and the seats pitch pine, secured with galvanized-iron double +knees. The buoyancy tanks in the lifeboats were of 18 ounce copper, and +of capacity to meet the board of trade requirements. + +The lifeboats were fitted with Murray's disengaging gear, with +arrangements for simultaneously freeing both ends if required. The gear +was fastened at a suitable distance from the forward and after ends of +the boats, to suit the davits. Life lines were fitted round the gunwales +of the lifeboats. The davit blocks were treble for the lifeboats and +double for the cutters. They were of elm, with lignum vitae roller +sheaves, and were bound inside with iron, and had swivel eyes. There +were manila rope falls of sufficient length for lowering the boats to +the vessel's light draft, and when the boats were lowered, to be able to +reach the boat winches on the boat deck. + +The lifeboats were stowed on hinged wood chocks on the boat deck, by +groups of three at the forward and four at the after ends. On each side +of the boat deck the cutters were arranged forward of the group of three +and fitted to lash outboard as emergency boats. They were immediately +abaft the navigating bridge. + +The Engelhardt collapsible lifeboats were stowed abreast of the cutters, +one on each side of the ship, and the remaining two on top of the +officers' house, immediately abaft the navigating bridge. + +The boat equipment was in accordance with the board of trade +requirements. Sails for each lifeboat and cutter were supplied and +stowed in painted bags. Covers were supplied for the lifeboats and +cutters, and a sea anchor for each boat. Every lifeboat was furnished +with a special spirit boat compass and fitting for holding it; these +compasses were carried in a locker on the boat deck. A provision tank +and water beaker were supplied to each boat. + +_Compasses._--Compasses were supplied as follows: + +One Kelvin standard compass, with azimuth mirror on compass platform. + +One Kelvin steering compass inside of wheelhouse. + +One Kelvin steering compass on captain's bridge. + +One light card compass for docking bridge. + +Fourteen spirit compasses for lifeboats. + +All the ships' compasses were lighted with oil and electric lamps. They +were adjusted by Messrs. C. J. Smith, of Southampton, on the passage +from Belfast to Southampton and Southampton to Queenstown. + +_Charts._--All the necessary charts were supplied. + +_Distress signals._--These were supplied of number and pattern approved +by Board of Trade--i. e., 36 socket signals in lieu of guns, 12 ordinary +rockets, 2 Manwell Holmes deck flares, 12 blue lights, and 6 lifebuoy +lights. + + +PUMPING ARRANGEMENTS. + +The general arrangement of piping was designed so that it was possible +to pump from any flooded compartment by two independent systems of +10-inch mains having cross connections between them. These were +controlled from above by rods and wheels led to the level of the +bulkhead deck. By these it was possible to isolate any flooded space, +together with any suctions in it. If any of these should happen +accidentally to be left open, and consequently out of reach, it could be +shut off from the main by the wheel on the bulkhead deck. This +arrangement was specially submitted to the Board of Trade and approved +by them. + +The double bottom of the vessel was divided by 17 transverse water-tight +divisions, including those bounding the fore and aft peaks, and again +subdivided by a center fore-and-aft bulkhead, and two longitudinal +bulkheads, into 46 compartments. Fourteen of these compartments had +8-inch suctions, 23 had 6-inch suctions, and 3 had 5-inch suctions +connected to the 10-inch ballast main suction; 6 compartments were used +exclusively for fresh water. + +The following bilge suctions were provided for dealing with water above +the double bottom, viz, in No. 1 hold two 3-1/2-inch suctions, No. 2 +hold two 3-1/2-inch and 2 3-inch suctions, bunker hold, two 3-1/2-inch +and two 3-inch suctions. + +The valves in connection with the forward bilge and ballast suctions +were placed in the firemen's passage, the water-tight pipe tunnel +extending from No. 6 boiler room to the after end of No. 1 hold. In this +tunnel, in addition to two 3-inch bilge suctions, one at each end, there +was a special 3-1/2-inch suction with valve rod led up to the lower deck +above the load line, so as always to have been accessible should the +tunnel be flooded accidentally. + +In No. 6 boiler room there were three 3-1/2-inch, one 4-1/2-inch, and +two 3-inch suctions. + +In No. 5 boiler room there were three 3-1/2-inch, one 5-inch, and two +3-inch suctions. + +In No. 4 boiler room there were three 3-1/2-inch, one 4-1/2-inch, and +two 3-inch suctions. + +In No. 3 boiler room there were three 3-1/2-inch, one 5-inch, and two +3-inch suctions. + +In No. 2 boiler room there were three 3-1/2-inch, one 5-inch, and two +3-inch suctions. + +In No. 1 boiler room there were two 3-1/2-inch, one 5-inch, and two +3-inch suctions. + +In the reciprocating engine room there were two 3-1/2-inch, six 3-inch, +two 18-inch, and two 5-inch suctions. + +In the turbine engine room there were two 3-1/2-inch, three 3-inch, two +18-inch, two 5-inch, and one 4-inch suctions. + +In the electric engine room there were four 3-1/2-inch suctions. + +In the storerooms above the electric engine room there was one 3-inch +suction. + +In the forward tunnel compartment there were two 3-1/2-inch suctions. + +In the water-tight flat over the tunnel compartment there were two +3-inch suctions. + +In the tunnel after compartment there were two 3-1/2-inch suctions. + +In the water-tight flat over the tunnel after compartment there were two +3-inch suctions. + + +ELECTRICAL INSTALLATION. + +_Main generating sets._--There were four engines and dynamos, each +having a capacity of 400 kilowatts at 100 volts and consisting of a +vertical three-crank compound-forced lubrication inclosed engine of +sufficient power to drive the electrical plant. + +The engines were direct-coupled to their respective dynamos. + +These four main sets were situated in a separate water-tight compartment +about 63 feet long by 24 feet high, adjoining the after end of the +turbine room at the level of the inner bottom. + +Steam to the electric engines was supplied from two separate lengths of +steam pipes, connecting on the port side to the five single-ended +boilers in compartment No. 1 and two in compartment No. 2, and on the +starboard side to the auxiliary steam pipe which derived steam from the +five single-ended boilers in No. 1 compartment, two in No. 2, and two in +No. 4. By connections at the engine room forward bulkhead steam could be +taken from any boiler in the ship. + +_Auxiliary generating sets._--In addition to the four main generating +sets, there were two 30-kilowatt engines and dynamos situated on a +platform in the turbine engine room casing on saloon deck level, 20 feet +above the water line. They were the same general type as the main sets. + +These auxiliary emergency sets were connected to the boilers by means of +a separate steam pipe running along the working passage above E deck, +with branches from three boiler rooms, Nos. 2, 3, and 5, so that should +the main sets be temporarily out of action the auxiliary sets could +provide current for such lights and power appliances as would be +required in the event of emergency. + +_Electric lighting._--The total number of incandescent lights was +10,000, ranging from 16 to 100 candlepower, the majority being of +Tantallum type, except in the cargo spaces and for the portable +fittings, where carbon lamps were provided. Special dimming lamps of +small amount of light were provided in the first-class rooms. + +_Electric heating and power and mechanical ventilation._--Altogether 562 +electric heaters and 153 electric motors were installed throughout the +vessel, including six 50-hundredweight and two 30-hundredweight cranes, +four 3-ton cargo winches, and four 15-hundredweight boat winches. + +There were also four electric passenger lifts, three forward of the +first-class main entrance and one in the second-class forward entrance, +each to carry 12 persons. + +_Telephones._--Loud speaking telephones of navy pattern were fitted for +communication between the following: + +Wheelhouse on the navigating bridge and the forecastle. + +Wheelhouse on the navigating bridge and the lookout station on the +crow's nest. + +Wheelhouse on the navigating bridge and the engine room. + +Wheelhouse on the navigating bridge and the poop. + +Chief engineer's cabin and the engine room. + +Engine room and Nos. 1, 2, 3, 4, 5, and 6 stokeholds. + +These were operated both from the ship's lighting circuit, through a +motor generator, and alternatively by a stand-by battery, which by means +of an automatic switch could be introduced in the circuit should the +main supply fail. + +There was also a separate telephone system for intercommunication +between a number of the chief officials and service rooms, through a +50-line exchange switchboard. + +A number of the pantries and galleys were also in direct telephonic +communication. + +_Wireless telegraphy._--The wireless telegraphy system was worked by a +Marconi 5-kilowatt motor generator. The house for the Marconi +instruments was situated on the boat deck close to the bridge. There +were four parallel aerial wires extended between the masts, fastened to +light booms; from the aerials the connecting wires were led to the +instruments in the house. There were two complete sets of apparatus, one +for the transmitting and one for receiving messages, the former being +placed in a sound-proof chamber in one corner of the wireless house. + +There was also an independent storage battery and coil, in event of the +failure of the current supply, which came from the ship's dynamos. + +_Submarine signaling._--The Submarine Signal Co.'s apparatus was +provided for receiving signals from the submarine bells. Small tanks +containing the microphones were placed on the inside of the hull of the +vessel on the port and starboard sides below the water level, and were +connected by wires to receivers situated in the navigating room on the +port side of the officer's deck house. + +_Various._--The whistles were electrically actuated on the Willett Bruce +system. The boiler-room telegraphs, stoking indicators, rudder +indicators, clocks and thermostats were also electrical. The water-tight +doors were released by electric magnets. + +_Emergency circuit._--A separate and distinct installation was fitted in +all parts of the vessel, deriving current from the two 30-kilowatt sets +above mentioned, so that in the event of the current from the main +dynamos being unavailable an independent supply was obtainable. +Connected to the emergency circuit were above 500 incandescent lamps +fitted throughout all passenger, crew, and machinery compartments, at +the end of passages, and near stairways, also on the boat deck, to +enable anyone to find their way from one part of the ship to the other. + +The following were also connected to the emergency circuit by means of +change-over switches: Five arc lamps, seven cargo and gangway lanterns, +Marconi apparatus, mast, side, and stern lights, and all lights on +bridge, including those for captain's, navigating, and chart rooms, +wheelhouse, telegraphs and Morse signaling lanterns, and four +electrically-driven boat winches. These latter, situated on the boat +deck, were each capable of lifting a load of 15 hundredweight at a speed +of 100 feet per minute. + +_Ventilating._--There were 12 electrically-driven fans for supplying air +to the stokeholds, 6 electrically-driven fans for engine and turbine +room ventilation. There were fans for engine and boiler rooms. + + +MACHINERY. + +_Description._--The propelling machinery was of the combination type, +having two sets of reciprocating engines driving the wing propellers and +a low-pressure turbine working the center propeller. Steam was supplied +by 24 double-ended boilers and 5 single-ended boilers, arranged for a +working pressure of 215 pounds per square inch. The turbine was placed +in a separate compartment aft of the reciprocating-engine room and +divided from it by a water-tight bulkhead. The main condensers, with +their circulating pumps and air pumps, were placed in the turbine room. +The boilers were arranged in six water-tight compartments, the +single-ended boilers being placed in the one nearest the main engines, +the whole being built under board of trade survey for passenger +certificate. + +_Reciprocating engines._--The reciprocating engines were of the +four-crank triple-expansion type. Each set had four inverted, +direct-acting cylinders, the high-pressure having a diameter of 54 +inches, the intermediate pressure of 84 inches, and each of the two +low-pressure cylinders of 97 inches, all with a stroke of 6 feet 3 +inches. The valves of the high-pressure and intermediate cylinders were +of the piston type, and the low-pressure cylinder had double-ported +slide valves, fitted with Stephenson link motion. Each engine was +reversed by a Brown type of direct-acting steam and hydraulic engine. +There was also a separate steam-driven high-pressure pump fitted for +operating either or both of the reversing engines. This alternative +arrangement was a stand-by in case of breakdown of the steam pipes to +these engines. + +_Turbine._--The low-pressure turbine was of the Parsons reaction type, +direct coupled to the center line of shafting and arranged for driving +in the ahead direction only. It exhausted to the two condensers, placed +one on each side of it. A shut-off valve was fitted in each of the +eduction pipes leading to the condensers. An emergency governor was +fitted and arranged to shut off steam to the turbine and simultaneously +change over the exhaust from the reciprocating engines to the +condensers, should the speed of the turbine become excessive through the +breaking of a shaft or other accident. + +_Boilers._--All the boilers were 15 feet 9 inches in diameter, the 24 +double-ended boilers being 20 feet long, and the single-ended 11 feet 9 +inches long. Each double-ended boiler had six and each single-ended +boiler three furnaces, with a total heating surface of 144,142 square +feet and a grate surface of 3,466 square feet. The boilers were +constructed in accordance with the rules of the board of trade for a +working pressure of 215 pounds per square inch. They were arranged for +working under natural draft, assisted by fans, which blew air into the +open stokehold. + +_Auxiliary steam pipes._--The five single-ended boilers and those in +boiler rooms Nos. 2 and 4 had separate steam connections to the pipe +supplying steam for working the auxiliary machinery, and the five +single-ended boilers and the two port boilers in boiler room No. 2 had +separate steam connections to the pipe supplying steam for working the +electric-light engines. A cross connection was also made between the +main and auxiliary pipes in the reciprocating-engine room, so that the +auxiliaries could be worked from any boiler in the ship. Steam pipes +also were led separately from three of the boiler rooms (Nos. 2, 3, 5) +above the water-tight bulkheads and along the working passage to the +emergency electric-light engines placed above the load line in the +turbine room. Pipes were also led from this steam supply to the pumps in +the engine room, which were connected to the bilges throughout the ship. + +_Main steam pipes._--There were two main lines of steam pipes led to the +engine room, with shut-off valves at three of the bulkheads. Besides the +shut-off valves at the engine-room bulkhead, a quick-acting emergency +valve was fitted on each main steam pipe, so that the steam could at +once be shut off in case of rupture of the main pipe. + +_Condensing plant and pumps._--There were two main condensers, having a +combined cooling surface of 50,550 square feet, designed to work under a +vacuum of 28 inches with cooling water at 60 deg. F. The condensers were +pear shaped in section, and built of mild steel plates. + +Four gun-metal centrifugal pumps were fitted for circulating water +through the condensers. Each pump had suction and discharge pipes of +29-inch bore, and was driven by a compound engine. Besides the main sea +suctions, two of the pumps had direct bilge suctions from the turbine +room and the other two from the reciprocating-engine room. The bilge +suctions were 18 inches diameter. Four of Weir's "Dual" air pumps were +fitted, two to each condenser, and discharged to two feed tanks placed +in the turbine engine room. + +_Bilge and ballast pumps._--The ship was also fitted with the following +pumps: Five ballast and bilge pumps, each capable of discharging 250 +tons of water per hour; three bilge pumps, each of 150 tons per hour +capacity. + +One ash ejector was placed in each of the large boiler compartments to +work the ash ejectors, and to circulate or feed the boilers as required. +This pump was also connected to the bilges, except in the case of three +of the boiler rooms, where three of the ballast and bilge pumps were +placed. The pumps in each case had direct bilge suctions as well as a +connection to the main bilge pipe, so that each boiler room might be +independent. The remainder of the auxiliary pumps were placed in the +reciprocating and turbine engine rooms. Two ballast pumps were placed in +the reciprocating-engine room, with large suctions from the bilges +direct and from the bilge main. Two bilge pumps were also arranged to +draw from bilges. One bilge pump was placed in the turbine room and one +of the hot salt-water pumps had a connection from the bilge main pipe +for use in emergency. A 10-inch main ballast pipe was carried fore and +aft through the ship with separate connections to each tank, and with +filling pipes from the sea connected at intervals for trimming purposes. +The five ballast pumps were arranged to draw from this pipe. A double +line of bilge main pipe was fitted forward of No. 5 boiler room and aft +of No. 1. + + +GENERAL. + +There were four elliptical-shaped funnels; the three forward ones took +the waste gases from the boiler furnaces, and the after one was placed +over the turbine hatch and was used as a ventilator. The galley funnels +were led up this funnel. The uptakes by which the waste gases were +conveyed to the funnels were united immediately above the water-tight +bulkhead which separated the boiler rooms. + +All overhead discharge from the circulating pumps, ballast pumps, bilge +pumps, etc., were below the deep load line, but above the light line. + +The boilers were supported in built steel cradles, and were stayed to +the ship's side and to each other athwart ships by strong steel stays. +Built steel chocks were also fitted to prevent movement fore and aft. + +Silent blow-offs from the main steam pipes were connected direct to both +condensers. + + +CREW AND PASSENGERS. + +When the _Titanic_ left Queenstown on April 11 the total number of +persons employed on board in any capacity was 885. + +The respective ratings of these persons were as follows: + + Deck department 66 + Engine department 325 + Victualing department 494 + ---- + 885 + +Eight bandsmen were included in the second-class passenger list. + +In the deck department the master, Edward Charles Smith, held an extra +master's certificate; Chief Officer H. F. Wilde held an ordinary +master's certificate; First Officer W. M. Murdock held an ordinary +master's certificate; Second Officer C. H. Lightoller held an extra +master's certificate; Third Officer H. J. Pitman held an ordinary +master's certificate; Fourth Officer J. G. Boxall held an extra master's +certificate; Fifth Officer H. G. Lowe held an ordinary master's +certificate; Sixth Officer J. P. Moody held an ordinary master's +certificate. + +In the engine department were included the chief engineer and 7 senior +and 17 assistant engineers. + +In the victualing department there were 23 women employed. + +The total number of passengers on board was 1,316. + + ------------------------------------------------------ + Male. Female. Total. + ------------------------------------------------------ + Of these-- + First class 180 145 325 + Second class 179 106 285 + Third class 510 196 706 + ----- + 1,316 + ------------------------------------------------------ + +Of the above 6 children were in the first class; 24 children were in the +second class; 79 children were in the third class; or 109 in all. + +About 410 of the third-class passengers were foreigners, and these, with +the foreigners in the first and second class and in the victualing +department, would make a total of nearly 500 persons on board who were +presumably not English speaking, so far as it is possible to ascertain. +The disposition of the different classes of passengers and of the crew +in the ship has already been described (pp. 10-15). In all, 2,201 +persons were on board. + + + + +II. ACCOUNT OF THE SHIP'S JOURNEY ACROSS THE ATLANTIC, THE MESSAGES SHE +RECEIVED, AND THE DISASTER. + + +THE SAILING ORDER. + +The masters of vessels belonging to the White Star Line are not given +any special "sailing orders" before the commencement of any particular +voyage. It is understood, however, that the "tracks" or "lane routes" +proper to the particular time of the year, and agreed upon by the great +steamship companies, are to be generally adhered to. Should any master +see fit during this passage to deviate from his route he has to report +on and explain this deviation at the end of his voyage. When such +deviation has been in the interests of safety, and not merely to shorten +his passage, his action has always been approved of by the company. + +A book of general ship's rules and uniform regulations is also issued by +the company as a guide; there are in this book no special instructions +in regard to ice, but there is a general instruction that the safety of +the lives of the passengers and ship are to be the first consideration. + +Besides the book of ship's rules, every master when first appointed to +command a ship is addressed by special letter from the company, of which +the following passage is an extract: + + You are to dismiss all idea of competitive passages with other + vessels and to concentrate your attention upon a cautious, prudent, + and ever-watchful system of navigation, which shall lose time or + suffer any other temporary inconvenience rather than incur the + slightest risk which can be avoided. + +Mr. Sanderson, one of the directors, in his evidence says with reference +to the above letter: + + We never fail to tell them in handing them these letters that we do + not wish them to take it as a mere matter of form; that we wish + them to read these letters, and to write an acknowledgment to us + that they have read them, and that they will be influenced by what + we have said in those letters. + + +THE ROUTE FOLLOWED. + +The _Titanic_ left Southampton on Wednesday, April 10, and after calling +at Cherbourg, proceeded to Queenstown, from which port she sailed on the +afternoon of Thursday, April 11, following what was at that time the +accepted outward-bound route for mail steamers from the Fastnet Light, +off the southwest coast of Ireland, to the Nantucket Shoal light vessel, +off the coast of the United States. It is desirable here to explain that +it has been, since 1899, the practice, by common agreement between the +great North Atlantic steamship companies, to follow lane routes, to be +used by their ships at the different seasons of the year. Speaking +generally, it may be said that the selection of these routes has +hitherto been based on the importance of avoiding as much as possible +the areas where fog and ice are prevalent at certain seasons, without +thereby unduly lengthening the passage across the Atlantic, and also +with the view of keeping the tracks of "outward" and "homeward" bound +mail steamers well clear of one another. A further advantage is that, in +case of a breakdown, vessels are likely to receive timely assistance +from other vessels following the same route. The decisions arrived at by +the steamship companies referred to above have, from time to time, been +communicated to the Hydrographic Office, and the routes have there been +marked on the North Atlantic route charts printed and published by the +Admiralty; and they have also been embodied in the sailing directions. + +Before the _Titanic_ disaster the accepted mail steamers outward track +between January 15 and August 14 followed the arc of a great circle +between the Fastnet Light and a point in latitude 42 deg. N. and 47 deg. W. +(sometimes termed the "turning point"), and from thence by Rhumb Line so +as to pass just south of the Nantucket Shoal light vessel, and from this +point on to New York. This track, usually called the outward southern +track, was that followed by the _Titanic_ on her journey. + +An examination of the North Atlantic route chart shows that this track +passes about 25 miles south (that is outside) of the edge of the area +marked "field ice between March and July," but from 100 to 300 miles to +the northward (that is inside) of the dotted line on the chart marked, +"Icebergs have been seen within this line in April, May, and June." + +That is to say, assuming the areas indicated to be based on the +experience of many years, this track might be taken as passing clear of +field ice under the usual conditions of that time of year, but well +inside the area in which icebergs might be seen. + +It is instructive here to remark that had the "turning point" been in +longitude 45 deg. W. and latitude 38 deg. N., that is some 240 miles to the +south-eastward, the total distance of the passage would only have been +increased by about 220 miles, or some 10 hours' steaming for a 22-knot +ship. This is the route which was provisionally decided on by the great +trans-Atlantic companies subsequent to the _Titanic_ disaster. + +It must not be supposed that the lane routes referred to had never been +changed before. Owing to the presence of ice in 1903, 1904, and 1905 +from about early in April to mid-June or early in July, westward-bound +vessels crossed the meridian of 47 deg. W. in latitude 41 deg. N., that is 60 +miles further south than the then accepted track. + +The publications known as "Sailing Directions," compiled by the +hydrographic office at the Admiralty, indicate the caution which it is +necessary to use in regions where ice is likely to be found. + +The following is an extract from one of these books, named "United +States Pilot (East Coast)," Part I (second edition, 1909, p. 34), +referring to the ocean passages of the large trans-Atlantic mail and +passenger steamers: + + To these vessels one of the chief dangers in crossing the Atlantic + lies in the probability of encountering masses of ice, both in the + form of bergs and of extensive fields of solid compact ice, + released at the breaking up of winter in the Arctic regions, and + drifted down by the Labrador current across their direct route. Ice + is more likely to be encountered in this route between April and + August, both months inclusive, than at other times, although + icebergs have been seen at all seasons northward of the parallel of + 43 deg. N., but not often so far south after August. + + These icebergs are sometimes over 200 feet in height and of + considerable extent. They have been seen as far south as latitude + 39 deg. N., to obtain which position they must have crossed the Gulf + Stream impelled by the cold Arctic current underrunning the warm + waters of the Gulf Stream. That this should happen is not to be + wondered at when it is considered that the specific gravity of + fresh-water ice, of which these bergs are composed, is about + seven-eighths that of sea water; so that, however vast the berg may + appear to the eye of the observer, he can in reality see one-eighth + of its bulk, the remaining seven-eighths being submerged and + subject to the deep-water currents of the ocean. The track of an + iceberg is indeed directed mainly by current, so small a portion of + its surface being exposed to the action of the winds that its + course is but slightly retarded or deflected by moderate breezes. + On the Great Bank of Newfoundland bergs are often observed to be + moving south or southeast; those that drift westward of Cape Race + usually pass between Green and St. Pierre Banks. + + The route chart of the North Atlantic, No. 2058, shows the limits + within which both field ice and icebergs may be met with, and where + it should be carefully looked out for at all times, but especially + during the spring and summer seasons. From this chart it would + appear that whilst the southern and eastern limits of field ice are + about latitude 42 deg. N., and longitude 45 deg. W., icebergs may be met + with much farther from Newfoundland; in April, May, and June they + have been seen as far South as latitude 39 deg. N. and as far east as + longitude 38 deg. 30' W." + +And again, on page 35: + + It is, in fact, impossible to give, within the outer limits named, + any distinct idea of where ice may be expected, and no rule can be + laid down to insure safe navigation, as its position and the + quantity met with differs so greatly in different seasons. + Everything must depend upon the vigilance, caution, and skill with + which a vessel is navigated when crossing the dangerous ice-bearing + regions of the Atlantic Ocean. + +Similar warnings as to ice are also given in the "Nova Scotia (Southeast +Coast) and Bay of Fundy Pilot" (sixth edition, 1911), which is also +published by the hydrographic office. + +Both the above quoted books were supplied to the master of the _Titanic_ +(together with other necessary charts and books) before that ship left +Southampton. + +The above extracts show that it is quite incorrect to assume that +icebergs had never been encountered or field ice observed so far south, +at the particular time of year when the _Titanic_ disaster occurred; but +it is true to say that the field ice was certainly at that time farther +south than it has been seen for many years. + +It may be useful here to give some definitions of the various forms of +ice to be met with in these latitudes, although there is frequently some +confusion in their use. + +An iceberg may be defined as a detached portion of a polar glacier +carried out to sea. The ice of an iceberg formed from a glacier is of +quite fresh water. Only about an eighth of its mass floats above the +surface of sea water. + +A "growler" is a colloquial term applied to icebergs of small mass, +which therefore only show a small portion above the surface. It is not +infrequently a berg which has turned over, and is therefore showing what +has been termed "black ice" or, more correctly, dark-blue ice. + +Pack ice is the floating ice which covers wide areas of the polar seas, +broken into large pieces, which are driven ("packed") together by wind +and current, so as to form a practically continuous sheet. Such ice is +generally frozen from sea water, and not derived from glaciers. + +Field ice is a term usually applied to frozen sea water floating in much +looser form than pack ice. + +An icefloe is the term generally applied to the same ice (i.e., field +ice) in a smaller quantity. + +A floe berg is a stratified mass of floe ice (i.e., sea-water ice). + + +ICE MESSAGES RECEIVED. + +The _Titanic_ followed the outward southern track until Sunday, April +14, in the usual way. At 11.40 p. m. on that day she struck an iceberg +and at 2.20 a. m. on the next day she foundered. + +At 9 a. m. (_Titanic_ time) on that day a wireless message from the +steamship _Caronia_ was received by Capt. Smith. It was as follows: + + * * * * * + +CAPTAIN, _Titanic_: + +West-bound steamers report bergs, growlers, and field ice in 42 deg. N., +from 49 deg. to 51 deg. W., April 12. Compliments. + +BARR. + + * * * * * + +It will be noticed that this message referred to bergs, growlers, and +field ice sighted on April 12--at least 48 hours before the time of the +collision. At the time this message was received the _Titanic's_ +position was about latitude 43 deg. 35' N. and longitude 43 deg. 50' W. Capt. +Smith acknowledged the receipt of this message. + +At 1.42 p. m., a wireless message from the steamship _Baltic_ was +received by Capt. Smith. It was as follows: + + * * * * * + +CAPT. SMITH, _Titanic_: + +Have had moderate, variable winds and clear, fine weather since leaving. +Greek steamer _Athenai_ reports passing icebergs and large quantities of +field ice to-day in latitude 41 deg. 51' N., longitude 49 deg. 52' W. Last night +we spoke German oiltank steamer _Deutschland_, Stettin to Philadelphia, +not under control, short of coal, latitude 40 deg. 42' N., longitude 55 deg. 11' +W. Wishes to be reported to New York and other steamers. Wish you and +_Titanic_ all success. + +COMMANDER. + + * * * * * + +At the time this message was received the _Titanic_ position was about +42 deg. 35' N., 45 deg. 50' W. Capt. Smith acknowledged the receipt of this +message also. + +Mr. Ismay, the managing director of the White Star Line, was on board +the _Titanic_, and it appears that the master handed the _Baltic's_ +message to Mr. Ismay almost immediately after it was received. This no +doubt was in order that Mr. Ismay might know that ice was to be +expected. Mr. Ismay states that he understood from the message that they +would get up to the ice "that night." Mr. Ismay showed this message to +two ladies, and it is therefore probable that many persons on board +became aware of its contents. This message ought in my opinion to have +been put on the board in the chart room as soon as it was received. It +remained, however, in Mr. Ismay's possession until 7.15 p. m., when the +master asked Mr. Ismay to return it. It was then that it was first +posted in the chart room. + +This was considerably before the time at which the vessel reached the +position recorded in the message. Nevertheless, I think it was irregular +for the master to part with the document, and improper for Mr. Ismay to +retain it, but the incident had, in my opinion, no connection with or +influence upon the manner in which the vessel was navigated by the +master. + +It appears that about 1.45 p. m. (_Titanic_ time) on the 14th a message +was sent from the German steamer _Amerika_ to the Hydrographic Office in +Washington, which was in the following terms: + + _Amerika_ passed two large icebergs in 41 deg. 27' N., 50 deg. 8' W., on + April 14. + +This was a position south of the point of the _Titanic's_ disaster. The +message does not mention at what hour the bergs had been observed. It +was a private message for the hydrographer at Washington, but it passed +to the _Titanic_ because she was nearest to Cape Race, to which station +it had to be sent in order to reach Washington. Being a message +affecting navigation, it should in the ordinary course have been taken +to the bridge. So far as can be ascertained, it was never heard of by +anyone on board the _Titanic_ outside the Marconi room. There were two +Marconi operators in the Marconi room, namely, Phillips, who perished, +and Bride, who survived and gave evidence. Bride did not receive the +_Amerika_ message nor did Phillips mention it to him, though the two had +much conversation together after it had been received. I am of opinion +that when this message reached the Marconi room it was put aside by +Phillips to wait until the _Titanic_ would be within call of Cape Race +(at about 8 or 8.30 p. m.), and that it was never handed to any officer +of the _Titanic_. + +At 5.50 p. m. the _Titanic's_ course (which had been S. 62 deg. W.) was +changed to bring her on a westerly course for New York. In ordinary +circumstances this change in her course should have been made about half +an hour earlier, but she seems on this occasion to have continued for +about 10 miles longer on her southwesterly course before turning, with +the result that she found herself, after altering course at 5.50 p. m., +about 4 or 5 miles south of the customary route on a course S. 86 deg. W. +true. Her course, as thus set, would bring her at the time of the +collision to a point about 2 miles to the southward of the customary +route and 4 miles south and considerably to the westward of the +indicated position of the _Baltic's_ ice. Her position at the time of +the collision would also be well to the southward of the indicated +position of the ice mentioned in the _Caronia_ message. This change of +course was so insignificant that in my opinion it can not have been made +in consequence of information as to ice. + +In this state of things, at 7.30 p.m. a fourth message was received, and +is said by the Marconi operator Bride to have been delivered to the +bridge. This message was from the steamship _Californian_ to the +steamship _Antillian_, but was picked up by the _Titanic_. It was as +follows: + + * * * * * + +To CAPTAIN, _Antillian_: + +Six-thirty p. m., apparent ship's time; latitude 42 deg. 3' N., longitude +49 deg. 9' W. Three large bergs 5 miles to southward of us. Regards. + +LORD. + + * * * * * + +Bride does not remember to what officer he delivered this message. + +By the time the _Titanic_ reached the position of the collision (11.40 +p. m.) she had gone about 50 miles to the westward of the indicated +position of the ice mentioned in this fourth message. Thus it would +appear that before the collision she had gone clear of the indicated +positions of ice contained in the messages from the _Baltic_ and +_Californian_. As to the ice advised by the _Caronia_ message, so far as +it consisted of small bergs and field ice, it had before the time of the +collision possibly drifted with the Gulf Stream to the eastward; and so +far as it consisted of large bergs (which would be deep enough in the +water to reach the Labrador current) it had probably gone to the +southward. It was urged by Sir Robert Finlay, who appeared for the +owners, that this is strong evidence that the _Titanic_ had been +carefully and successfully navigated so as to avoid the ice of which she +had received warning. Mr. Ismay, however, stated that he understood from +the _Baltic_ message that "we would get up to the ice that night." + +There was a fifth message received in the Marconi room of the _Titanic_ +at 9.40 p. m. This was from a steamer called the _Mesaba_. It was in the +following terms: + + _From "Mesaba" to "Titanic" and all east-bound ships_: + + Ice report in latitude 42 deg. N. to 41 deg. 25' N., longitude 49 deg. to + longitude 50 deg. 30' W. Saw much heavy pack ice and great number large + icebergs. Also field ice. Weather good, clear. + +This message clearly indicated the presence of ice in the immediate +vicinity of the _Titanic_, and if it had reached the bridge would +perhaps have affected the navigation of the vessel. Unfortunately, it +does not appear to have been delivered to the master or to any of the +officers. The Marconi operator was very busy from 8 o'clock onward +transmitting messages via Cape Race for passengers on board the +_Titanic_, and the probability is that he failed to grasp the +significance and importance of the message, and put it aside until he +should be less busy. It was never acknowledged by Capt. Smith, and I am +satisfied that it was not received by him. But, assuming Sir Robert +Finlay's contentions to be well founded that the Titanic had been +navigated so as to avoid the _Baltic_ and the _Californian_ ice, and +that the _Caronia_ ice had drifted to the eastward and to the southward, +still there can be no doubt, if the evidence of Mr. Lightoller, the +second officer, is to be believed, that both he and the master knew that +the danger of meeting ice still existed. Mr. Lightoller says that the +master showed him the _Caronia_ message about 12.45 p. m. on April 14, +when he was on the bridge. He was about to go off watch, and he says he +made a rough calculation in his head which satisfied him that the +_Titanic_ would not reach the position mentioned in the message until he +came on watch again at 6 p. m. At 6 p. m. Mr. Lightoller came on the +bridge again to take over the ship from Mr. Wilde, the chief officer +(dead). He does not remember being told anything about the _Baltic_ +message, which had been received at 1.42 p. m. Mr. Lightoller then +requested Mr. Moody, the sixth officer (dead), to let him know "at what +time we should reach the vicinity of ice," and says that he thinks Mr. +Moody reported "about 11 o'clock." Mr. Lightoller says that 11 o'clock +did not agree with a mental calculation he himself had made and which +showed 9.30 as the time. This mental calculation he at first said he had +made before Mr. Moody gave him 11 o'clock as the time, but later on he +corrected this, and said his mental calculation was made between 7 and 8 +o'clock, and after Mr. Moody had mentioned 11. He did not point out the +difference to him, and thought that perhaps Mr. Moody had made his +calculations on the basis of some "other" message. Mr. Lightoller +excuses himself for not pointing out the difference by saying that Mr. +Moody was busy at the time, probably with stellar observations. It is, +however, an odd circumstance that Mr. Lightoller, who believed that the +vicinity of ice would be reached before his watch ended at 10 p.m., +should not have mentioned the fact to Mr. Moody, and it is also odd that +if he thought that Mr. Moody was working on the basis of some "other" +message, he did not ask what the other message was or where it came +from. The point, however, of Mr. Lightoller's evidence is that they both +thought that the vicinity of ice would be reached before midnight. When +he was examined as to whether he did not fear that on entering the +indicated ice region he might run foul of a growler (a low-lying berg) +he answers: "No, I judged I should see it with "sufficient distinctness" +and at a distance of a "mile and a half, more probably 2 miles." He then +adds: + + In the event of meeting ice there are many things we look for. In + the first place, a slight breeze. Of course, the stronger the + breeze the more visible will the ice be, or, rather, the breakers + on the ice. + +He is then asked whether there was any breeze on this night, and he +answers: + + When I left the deck at 10 o'clock there was a slight breeze. Oh, + pardon me, no; I take that back. No, it was calm, perfectly calm-- + +And almost immediately afterwards he describes the sea as "absolutely +flat." It appeared, according to this witness, that about 9 o'clock the +master came on the bridge and that Mr. Lightoller had a conversation +with him which lasted half an hour. This conversation, so far as it is +material, is described by Mr. Lightoller in the following words: + + We commenced to speak about the weather. He said, "there is not + much wind." I said, "No, it is a flat calm," as a matter of fact. + He repeated it, he said, "A flat calm." I said, "Quite flat; there + is no wind." I said something about it was rather a pity the breeze + had not kept up whilst we were going through the ice region. Of + course, my reason was obvious: he knew I meant the water ripples + breaking on the base of the berg * * * We then discussed the + indications of ice. I remember saying, "In any case, there will be + a certain amount of reflected light from the bergs." He said, "Oh, + yes, there will be a certain amount of reflected light." I said or + he said--blue was said between us--that even though the blue side + of the berg was towards us, probably the outline, the white + outline, would give us sufficient warning, that we should be able + to see it at a good distance, and as far as we could see, we should + be able to see it. Of course, it was just with regard to that + possibility of the blue side being toward us, and that if it did + happen to be turned with the purely blue side toward us, there + would still be the white outline. + +Further on Mr. Lightoller says that he told the master nothing about his +own calculation as to coming up with the ice at 9.30 or about Mr. +Moody's calculation as to coming up with it at 11. + +The conversation with the master ended with the master saying, "If it +becomes at all doubtful let me know at once; I will be just inside." +This remark Mr. Lightoller says undoubtedly referred to ice. + +At 9.30 the master went to his room, and the first thing that Mr. +Lightoller did afterwards was to send a message to the crow's nest "to +keep a sharp lookout for ice, particularly small ice and growlers," +until daylight. There seems to be no doubt that this message was in fact +sent, and that it was passed on to the next lookouts when they came on +watch. Hitchins, the quartermaster, says he heard Mr. Lightoller give +the message to Mr. Moody, and both the men in the crow's nest at the +time (Jewell and Symons) speak to having received it. From 9.30 to 10 +o'clock, when his watch ended, Mr. Lightoller remained on the bridge +"looking out for ice." He also said that the night order book for the +14th had a footnote about keeping a sharp lookout for ice, and that this +note was "initialed by every officer." At 10 o'clock Mr. Lightoller +handed over the watch to Mr. Murdoch, the first officer (dead), telling +him that "we might be up around the ice any time now." That Mr. Murdoch +knew of the danger of meeting ice appears from the evidence of Hemming, +a lamp trimmer, who says that about 7.15 p. m. Mr. Murdoch told him to +go forward and see the forescuttle hatch closed-- + + as we are in the vicinity of ice and there is a glow coming from + that, and I want everything dark before the bridge. + +The foregoing evidence establishes quite clearly that Capt. Smith, the +master; Mr. Murdoch, the first officer; Mr. Lightoller, the second +officer; and Mr. Moody, the sixth officer, all knew on the Sunday +evening that the vessel was entering a region where ice might be +expected; and this being so, it seems to me to be of little importance +to consider whether the master had by design or otherwise succeeded in +avoiding the particular ice indicated in the three messages received by +him. + + +SPEED OF THE SHIP. + +The entire passage had been made at high speed, though not at the ship's +maximum, and this speed was never reduced until the collision was +unavoidable. At 10 p. m. the ship was registering 45 knots every two +hours by the Cherub log. + +The quartermaster on watch aft when the _Titanic_ struck states that the +log, reset at noon, then registered 260 knots, and the fourth officer, +when working up the position from 7.30 p. m. to the time of the +collision, states he estimated the _Titanic's_ speed as 22 knots, and +this is also borne out by evidence that the engines were running +continuously at 75 revolutions. + + +THE WEATHER CONDITIONS. + +From 6 p. m. onward to the time of the collision the weather was +perfectly clear and fine. There was no moon, the stars were out, and +there was not a cloud in the sky. There was, however, a drop in +temperature of 10 deg. in slightly less than two hours, and by about 7.30 p. +m. the temperature was 33 deg. F., and it eventually fell to 32 deg. F. That +this was not necessarily an indication of ice is borne out by the +sailing directions. The Nova Scotia (S. E. Coast) and Bay of Fundy Pilot +(sixth edition, 1911, p. 16) says: + + No reliance can be placed on any warning being conveyed to a + mariner by a fall of temperature, either of the air or sea, on + approaching ice. Some decrease in temperature has occasionally been + recorded, but more often none has been observed. + +Sir Ernest Shackleton was, however, of opinion that-- + + if there was no wind and the temperature fell abnormally for the + time of the year, I would consider that I was approaching an area + which might have ice in it. + + +ACTION THAT SHOULD HAVE BEEN TAKEN. + +The question is what ought the master to have done. I am advised that +with the knowledge of the proximity of ice which the master had, two +courses were open to him: The one was to stand well to the southward +instead of turning up to a westerly course; the other was to reduce +speed materially as night approached. He did neither. The alteration of +the course at 5.50 p. m. was so insignificant that it can not be +attributed to any intention to avoid ice. This deviation brought the +vessel back to within about 2 miles of the customary route before 11.30 +p. m. And there was certainly no reduction of speed. Why, then, did the +master persevere in his course and maintain his speed? The answer is to +be found in the evidence. It was shown that for many years past, indeed, +for a quarter of a century or more, the practice of liners using this +track when in the vicinity of ice at night had been in clear weather to +keep the course, to maintain the speed and to trust to a sharp lookout +to enable them to avoid the danger. This practice, it was said, had been +justified by experience, no casualties having resulted from it. I accept +the evidence as to the practice and as to the immunity from casualties +which is said to have accompanied it. But the event has proved the +practice to be bad. Its root is probably to be bound in competition and +in the desire of the public for quick passages rather than in the +judgment of navigators. But unfortunately experience appeared to justify +it. In these circumstances I am not able to blame Capt. Smith. He had +not the experience which his own misfortune has afforded to those whom +he has left behind, and he was doing only that which other skilled men +would have done in the same position. It was suggested at the bar that +he was yielding to influences which ought not to have affected him; that +the presence of Mr. Ismay on board and the knowledge which he perhaps +had of a conversation between Mr. Ismay and the chief engineer at +Queenstown about the speed of the ship and the consumption of coal +probably induced him to neglect precautions which he would otherwise +have taken. But I do not believe this. The evidence shows that he was +not trying to make any record passage or indeed any exceptionally quick +passage. He was not trying to please anybody, but was exercising his own +discretion in the way he thought best. He made a mistake, a very +grievous mistake, but one in which, in face of the practice and of past +experience, negligence can not be said to have had any part; and in the +absence of negligence it is, in my opinion, impossible to fix Capt. +Smith with blame. It is, however, to be hoped that the last has been +heard of the practice and that for the future it will be abandoned for +what we now know to be more prudent and wiser measures. What was a +mistake in the case of the _Titanic_ would without doubt be negligence +in any similar case in the future. + + +THE COLLISION. + +Mr. Lightoller turned over the ship to Mr. Murdoch, the first officer, +at 10 o'clock, telling him that the ship was within the region where ice +had been reported. He also told him of the message he had sent to the +crow's nest, and of his conversation with the master, and of the +latter's orders. + +The ship appears to have run on, on the same course, until, at a little +before 11.40, one of the lookouts in the crow's nest struck three blows +on the gong, which was the accepted warning for something ahead, +following this immediately afterward by a telephone message to the +bridge "Iceberg right ahead." Almost simultaneously with the three-gong +signal Mr. Murdoch, the officer of the watch, gave the order +"Hard-a-starboard," and immediately telegraphed down to the engine room +"Stop. Full speed astern." The helm was already "hard over," and the +ship's head had fallen off about two points to port, when she collided +with an iceberg well forward on her starboard side. + +Mr. Murdoch at the same time pulled the lever over which closed the +water-tight doors in the engine and boiler rooms. + +The master "rushed out" onto the bridge and asked Mr. Murdoch what the +ship had struck. + +Mr. Murdoch replied: + + An iceberg, sir. I hard-a-starboarded and reversed the engines, and + I was going to hard-a-port round it, but she was too close. I could + not do any more. I have closed the water-tight doors. + +From the evidence given it appears that the _Titanic_ had turned about +two points to port before the collision occurred. From various +experiments subsequently made with the steamship _Olympic_, a sister +ship to the _Titanic_, it was found that traveling at the same rate as +the _Titanic_, about 37 seconds would be required for the ship to change +her course to this extent after the helm had been put hard-a-starboard. +In this time the ship would travel about 466 yards, and allowing for the +few seconds that would be necessary for the order to be given, it may be +assumed that 500 yards was about the distance at which the iceberg was +sighted either from the bridge or crow's nest. + +That it was quite possible on this night, even with a sharp lookout at +the stemhead, crow's nest, and on the bridge, not to see an iceberg at +this distance is shown by the evidence of Capt. Rostron, of the +_Carpathia_. + +The injuries to the ship, which are described in the next section, were +of such a kind that she foundered in 2 hours and 40 minutes. + + + + +III.--DESCRIPTION OF THE DAMAGE TO THE SHIP AND OF ITS GRADUAL AND FINAL +EFFECT, WITH OBSERVATIONS THEREON. + + +The damage done to the ship was as follows: + + +EXTENT OF THE DAMAGE. + +The collision with the iceberg, which took place at 11.40 p. m., caused +damage to the bottom of the starboard side of the vessel at about 10 +feet above the level of the keel, but there was no damage above this +height. There was damage in-- + +The forepeak, No. 1 hold, No. 2 hold, No. 3 hold, No. 6 boiler room, No. +5 boiler room. + +The damage extended over a length of about 300 feet. + + +TIME IN WHICH THE DAMAGE WAS DONE. + +As the ship was moving at over 20 knots, she would have passed through +300 feet in less than 10 seconds, so that the damage was done in about +this time. + + +THE FLOODING IN FIRST TEN MINUTES. + +At first it is desirable to consider what happened in the first 10 +minutes. + +The forepeak was not flooded above the orlop deck--i.e., the peak tank +top, from the hole in the bottom of the peak tank. + +In No. 1 hold there was 7 feet of water. + +In No. 2 hold five minutes after the collision water was seen rushing in +at the bottom of the firemen's passage on the starboard side, so that +the ship's side was damaged abaft of bulkhead B sufficiently to open the +side of the firemen's passage, which was 3-1/2 feet from the outer skin +of the ship, thereby flooding both the hold and the passage. + +In No. 3 hold the mail room was filled soon after the collision. The +floor of the mail room is 24 feet above the keel. + +In No. 6 boiler room, when the collision took place, water at once +poured in at about 2 feet above the stokehold plates, on the starboard +side, at the after end of the boiler room. Some of the firemen +immediately went through the water-tight door opening to No. 5 boiler +room because the water was flooding the place. The water-tight doors in +the engine rooms were shut from the bridge almost immediately after the +collision. Ten minutes later it was found that there was water to the +height of 8 feet above the double bottom in No. 6 boiler room. + +No. 5 boiler room was damaged at the ship's side in the starboard +forward bunker at a distance of 2 feet above the stokehold plates, at 2 +feet from the water-tight bulkhead between Nos. 5 and 6 boiler rooms. +Water poured in at that place as it would from an ordinary fire hose. At +the time of the collision this bunker had no coal in it. The bunker door +was closed when water was seen to be entering the ship. + +In No. 4 boiler room there was no indication of any damage at the early +stages of the sinking. + + +GRADUAL EFFECT OF THE DAMAGE. + +It will thus be seen that all the six compartments forward of No. 4 +boiler room were open to the sea by damage which existed at about 10 +feet above the keel. At 10 minutes after the collision the water seems +to have risen to about 14 feet above the keel in all these compartments +except No. 5 boiler room. After the first ten minutes the water rose +steadily in all these six compartments. The forepeak above the peak tank +was not filled until an hour after the collision, when the vessel's bow +was submerged to above C deck. The water then flowed in from the top +through the deck scuttle forward of the collision bulkhead. It was by +this scuttle that access was obtained to all the decks below C down to +the peak tank top on the orlop deck. + +At 12 o'clock water was coming up in No. 1 hatch. It was getting into +the firemen's quarters and driving the firemen out. It was rushing round +No. 1 hatch on G deck and coming mostly from the starboard side, so that +in 20 minutes the water had risen above G deck in No. 1 hold. + +In No. 2 hold about 40 minutes after the collision the water was coming +in to the seamen's quarters on E deck through a burst fore and aft +wooden bulkhead of a third-class cabin opposite the seamen's wash place. +Thus, the water had risen in No. 2 hold to about 3 feet above E deck in +40 minutes. + +In No. 3 hold the mail room was afloat about 20 minutes after the +collision. The bottom of the mail room which is on the orlop deck, is 24 +feet above the keel. + +The water-tight doors on F deck at the fore and after ends of No. 3 +compartment were not closed then. + +The mail room was filling and water was within 2 feet of G deck, rising +fast when the order was given to clear the boats. + +There was then no water on F deck. + +There is a stairway on the port side on G deck which leads down to the +first-class baggage room on the orlop deck immediately below. There was +water in this baggage room 25 minutes after the collision. Half an hour +after the collision water was up to G deck in the mail room. + +Thus the water had risen in this compartment to within 2 feet of G deck +in 20 minutes, and above G deck in 25 to 30 minutes. + +No. 6 boiler room was abandoned by the men almost immediately after the +collision. Ten minutes later the water had risen to 8 feet above the top +of the double bottom, and probably reached the top of the bulkhead at +the after end of the compartment, at the level of E deck, in about one +hour after the collision. + +In No. 5 boiler room there was no water above the stokehold plates, +until a rush of water came through the pass between the boilers from the +forward end, and drove the leading stoker out. + +It has already been shown in the description of what happened in the +first 10 minutes, that water was coming into No. 5 boiler room in the +forward starboard bunker at 2 feet above the plates in a stream about +the size of a deck hose. The door in this bunker had been dropped +probably when water was first discovered, which was a few minutes after +the collision. This would cause the water to be retained in the bunker +until it rose high enough to burst the door which was weaker than the +bunker bulkhead. This happened about an hour after the collision. + +_No. 4 boiler room._--One hour and 40 minutes after the collision water +was coming in forward, in No. 4 boiler room, from underneath the floor +in the forward part, in small quantities. The men remained in that +stokehold till ordered on deck. + +_Nos. 3, 2, and 1 boiler rooms._--When the men left No. 4 some of them +went through Nos. 3, 2, and 1 boiler rooms into the reciprocating engine +room, and from there on deck. There was no water in the boiler rooms +abaft No. 4 one hour 40 minutes after the collision (1.20 a. m.), and +there was then none in the reciprocating and turbine engine rooms. + +_Electrical engine room and tunnels._--There was no damage to these +compartments. + +From the foregoing it follows that there was no damage abaft No. 4 +boiler room. + +All the water-tight doors aft of the main engine room were opened after +the collision. + +Half an hour after the collision the water-tight doors from the engine +room to the stokehold were opened as far forward as they could be to No. +4 boiler room. + + +FINAL EFFECT OF THE DAMAGE. + +The later stages of the sinking can not be stated with any precision, +owing to a confusion of the times which was natural under the +circumstances. + +The forecastle deck was not under water at 1.35 a. m. Distress signals +were fired until two hours after the collision (1.45 a. m.). At this +time the fore deck was under water. The forecastle head was not then +submerged though it was getting close down to the water, about half an +hour before she disappeared (1.50 a. m.). + +When the last boat, lowered from davits (D), left the ship, A deck was +under water, and water came up the stairway under the boat deck almost +immediately afterwards. After this the other port collapsible (B), which +had been stowed on the officers' house, was uncovered, the lashings cut +adrift, and she was swung round over the edge of the coamings of the +deckhouse on to the boat deck. + +Very shortly afterwards the vessel, according to Mr. Lightoller's +account, seemed to take a dive, and he just walked into the water. When +he came to the surface all the funnels were above the water. + +Her stern was gradually rising out of the water, and the propellers were +clear of the water. The ship did not break in two, and she did, +eventually, attain the perpendicular, when the second funnel from aft +about reached the water. There were no lights burning then, though they +kept alight practically until the last. + +Before reaching the perpendicular, when at an angle of 50 deg. or 60 deg., there +was a rumbling sound which may be attributed to the boilers leaving +their beds and crashing down on to or through the bulkheads. She became +more perpendicular and finally absolutely perpendicular, when she went +slowly down. + +After sinking as far as the after part of the boat deck she went down +more quickly. The ship disappeared at 2.20 a. m. + + +OBSERVATIONS. + +I am advised that the _Titanic_ as constructed could not have remained +afloat long with such damage as she received. Her bulkheads were spaced +to enable her to remain afloat with any two compartments in +communication with the sea. She had a sufficient margin of safety with +any two of the compartments flooded which were actually damaged. + +In fact, any three of the four forward compartments could have been +flooded by the damage received without sinking the ship to the top of +her bulkheads. + +Even if the four forward compartments had been flooded the water would +not have got into any of the compartments abaft of them though it would +have been above the top of some of the forward bulkheads. But the ship, +even with these four compartments flooded, would have remained afloat. +But she could not remain afloat with the four compartments and the +forward boiler room (No. 6) also flooded. + +The flooding of these five compartments alone would have sunk the ship +sufficiently deep to have caused the water to rise above the bulkhead at +the after end of the forward boiler room (No. 6) and to flow over into +the next boiler room (No. 5), and to fill it up until in turn its after +bulkhead would be overwhelmed and the water would thereby flow over and +fill No. 4 boiler room, and so on in succession to the other boiler +rooms till the ship would ultimately fill and sink. + +It has been shown that water came into the five forward compartments to +a height of about 14 feet above the keel in the first 10 minutes. This +was at a rate of inflow with which the ship's pumps could not possibly +have coped, so that the damage done to these five compartments alone +inevitably sealed the doom of the ship. + +The damage done in the boiler rooms Nos. 4 and 5 was too slight to have +hastened appreciably the sinking of the ship, for it was given in +evidence that no considerable amount of water was in either of these +compartments for an hour after the collision. The rate at which water +came into No. 6 boiler room makes it highly probable that the +compartment was filled in not more than an hour, after which the flow +over the top of the bulkhead between 5 and 6 began and continued till +No. 5 was filled. + +It was shown that the leak in No. 5 boiler room was only about equal to +the flow of a deck hose pipe about 3 inches in diameter. + +The leak in No. 4, supposing that there was one, was only enough to +admit about 3 feet of water in that compartment in 1 hour 40 minutes. + +Hence the leaks in Nos. 4 and 5 boiler rooms did not appreciably hasten +the sinking of the vessel. + +The evidence is very doubtful as to No. 4 being damaged. The pumps were +being worked in No. 5 soon after the collision. The 10-inch leather +special suction pipe which was carried from aft is more likely to have +been carried for use in No. 5 than No. 4 because the doors were ordered +to be opened probably soon after the collision when water was known to +be coming into No. 5. There is no evidence that the pumps were being +worked in No 4. + +The only evidence possibly favorable to the view that the pipe was +required for No 4, and not for No. 5, is that Scott, a greaser, says +that he saw engineers dragging the suction pipe along one hour after the +collision. But even as late as this it may have been wanted for No. 5 +only. + +The importance of the question of the damage to No. 5 is small because +the ship as actually constructed was doomed as soon as the water in No. +6 boiler room and all compartments forward of it entered in the +quantities it actually did. + +It is only of importance in dealing with the question of what would have +happened to the ship had she been more completely subdivided. + +It was stated in evidence that if No. 4 had not been damaged or had only +been damaged to an extent within the powers of the pumps to keep under, +then, if the bulkheads had been carried to C deck, the ship might have +been saved. Further methods of increased subdivision and their effect +upon the fate of the ship are discussed later. + +Evidence was given showing that after the water-tight doors in the +engine and boiler rooms had been all closed, except those forward of No. +4 group of boilers, they were opened again, and there is no evidence to +show that they were again closed. Though it is probable that the +engineers who remained below would have closed these doors as the water +rose in the compartments, yet it was not necessary for them to do this, +as each door had an automatic closing arrangement which would have come +into operation immediately a small amount of water came through the +door. + +It is probable, however, that the life of the ship would have been +lengthened somewhat if these doors had been left open, for the water +would have flowed through them to the after part of the ship, and the +rate of flow of the water into the ship would have been for a time +reduced as the bow might have been kept up a little by the water which +flowed aft. + +It is thus seen that the efficiency of the automatic arrangements for +the closing of the water-tight doors, which was questioned during the +inquiry, had no important bearing on the question of hastening the +sinking of the ship, except that, in the case of the doors not having +been closed by the engineers, it might have retarded the sinking of the +ship if they had not acted. The engineers would not have prevented the +doors from closing unless they had been convinced that the ship was +doomed. There is no evidence that they did prevent the doors from +closing. + +The engineers were applying the pumps when Barrett, leading stoker, left +No. 5 boiler room, but even if they had succeeded in getting all the +pumps in the ship to work they could not have saved the ship or +prolonged her life to any appreciable extent. + + +EFFECT OF SUGGESTED ADDITIONAL SUBDIVISION UPON FLOATATION. + +_Water-tight decks._--It is in evidence that advantage might be obtained +from the point of view of greater safety in having a water-tight deck. + +Without entering into the general question of the advantage of +water-tight decks for all ships, it is desirable to form an opinion in +the case of the _Titanic_ as to whether making the bulkhead deck +water-tight would have been an advantage in the circumstances of the +accident, or in case of accident to ships of this class. + +I am advised that it is found that with all the compartments certainly +known to have been flooded, viz., those forward of No. 4 boiler room, +the ship would have remained afloat if the bulkhead deck had been a +water-tight deck. If, however, No. 4 boiler room had also been flooded +the ship would not have remained afloat unless, in addition to making +the bulkhead deck water-tight, the transverse bulkhead abaft of No. 4 +boiler room had been carried up to D deck. + +To make the bulkhead deck effectively water-tight for this purpose it +would have been necessary to carry water-tight trunks round all the +openings in the bulkhead deck up to C deck. + +It has been shown that with the bulkhead abaft No. 5 boiler room carried +to C deck the ship would have remained afloat if the compartments +certainly known to have been damaged had been flooded. + +I do not desire to express an opinion upon the question whether it would +have conduced to safety in the case of the _Titanic_ if a water-tight +deck had been fitted below the water line, as there may be some +objections to such a deck. There are many considerations involved, and I +think that the matter should be dealt with by the bulkhead committee for +ships in general. + +_Longitudinal subdivision._--The advantages and disadvantages of +longitudinal subdivision by means of water-tight bunker bulkheads were +pointed out in evidence. + +While not attempting to deal with this question generally for ships, I +am advised that if the _Titanic_ had been divided in the longitudinal +method, instead of in the transverse method only, she would have been +able, if damaged as supposed, to remain afloat, though with a list which +could have been corrected by putting water ballast into suitable places. + +This subject is one, however, which again involves many considerations, +and I think that for ships generally the matter should be referred to +the bulkhead committee for their consideration and report. + +_Extending double bottom up the sides._--It was shown in evidence that +there would be increased protection in carrying the double bottom higher +up the side than was done in the _Titanic_, and that some of the boiler +rooms would probably not then have been flooded, as water could not have +entered the ship except in the double bottom. + +In the case of the _Titanic_ I am advised that this would have been an +advantage, but it was pointed out in evidence that there are certain +disadvantages which in some ships may outweigh the advantages. + +In view of what has already been said about the possible advantages of +longitudinal subdivision, it is unnecessary further to discuss the +question of carrying up the double bottom in ships generally. This +matter should also be dealt with by the bulkhead committee. + +_Water-tight doors._--With reference to the question of the water-tight +doors of the ship, there does not appear to have been any appreciable +effect upon the sinking of the ship caused by either shutting or not +shutting the doors. There does not appear to have been any difficulty in +working the water-tight doors. They appear to have been shut in good +time after the collision. + +But in other cases of damage in ships constructed like the _Titanic_, it +is probable that the efficiency of the closing arrangement of the +water-tight doors may exert a vital influence on the safety of the ship. +It has been represented that in future consideration should be given to +the question-- + + as to how far bulkhead should be solid bulkheads, and how far there + should be water-tight doors, and, if there should be water-tight + doors, how far they may or may not be automatically operated. + +This again is a question on which it is not necessary here to express +any general opinion, for there are conflicting considerations which vary +in individual cases. The matter, however, should come under the +effective supervision of the board of trade much more than it seems to +come at present, and should be referred to the bulkhead committee for +their consideration with a view to their suggesting in detail where +doors should or should not be allowed, and the type of door which should +be adopted in the different parts of ships. + +[Illustration: S.S. "TITANIC." + + NOTE.--The vertical letters signify the different decks. The + horizontal letters signify the water-tight bulkheads. The heavy + line shows the top of the water-tight bulkheads. The crosshatched + compartments are those opened to the sea at the time of the + collision with the iceberg.] + + + + +IV.--ACCOUNT OF THE SAVING AND RESCUE OF THOSE WHO SURVIVED. + + +THE BOATS. + +The _Titanic_ was provided with 20 boats. They were all on the boat +deck. Fourteen were life boats. These were hung inboard in davits, 7 on +the starboard side and 7 on the port side, and were designed to carry 65 +persons each. Two were emergency boats. These were also in davits, but +were hung outboard, one on the starboard side and one on the port side, +and were designed to carry 40 persons each. The remaining 4 boats were +Engelhardt or collapsible boats. Two of these were stowed on the boat +deck and 2 on the roof of the officers' quarters, and were designed to +carry 47 persons each. Thus the total boat accommodation was for 1,178 +persons. The boats in davits were numbered, the odd numbers being on the +starboard side and the even numbers on the port side. The numbering +began with the emergency boats, which were forward, and ran aft. Thus +the boats on the starboard side were numbered 1 (an emergency boat), 3, +5, 7, 9, 11, 13, and 15 (lifeboats), and those on the port side 2 (an +emergency boat), 4, 6, 8, 10, 12, 14, and 16 (lifeboats). The +collapsible boats were lettered, A and B being on the roof of the +officers' quarters and C and D being on the boat deck; C was abreast of +No. 1 (emergency boat) and D abreast of No. 2 (emergency boat). Further +particulars as to the boats will be found on page 18. + +In ordinary circumstances all these boats (with the exception of 1 and +2) were kept covered up, and contained only a portion of their +equipment, such as oars, masts, and sails, and water; some of the +remaining portion, such as lamps, compasses, and biscuits being stowed +in the ship in some convenient place, ready for use when required. Much +examination was directed at the hearing to showing that some boats left +the ship without a lamp and others without a compass, and so on, but in +the circumstances of confusion and excitement which existed at the time +of the disaster this seems to me to be excusable. + +Each member of the crew had a boat assigned to him in printed lists, +which were posted up in convenient places for the men to see; but it +appeared that in some cases the men had not looked at these lists and +did not know their respective boats. + +There had been no proper boat drill nor a boat muster. It was explained +that great difficulty frequently exists in getting firemen to take part +in a boat drill. They regard it as no part of their work. There seem to +be no statutory requirements as to boat drills or musters, although +there is a provision (sec. 9 of the merchant shipping act of 1906) that +when a boat drill does take place the master of the vessel is, under a +penalty, to record the fact in his log. I think it is desirable that the +board of trade should make rules requiring boat drills and boat musters +to be held of such a kind and at such times as may be suitable to the +ship and to the voyage on which she is engaged. Boat drill, regulated +according to the opportunities of the service, should always be held. + +It is perhaps worth recording that there was an inspection of the boats +themselves at Southampton by Mr. Clarke, the emigration officer, and +that, as a result, Mr. Clarke gave his certificate that the boats were +satisfactory. For the purpose of this inspection two of the boats were +lowered to the water and crews exercised in them. + +The collision took place at 11.40 p. m. (ship's time). About midnight it +was realized that the vessel could not live, and at about 12.05 the +order was given to uncover the 14 boats under davits. The work began on +both sides of the ship under the superintendence of five officers. It +did not proceed quickly at first; the crew arrived on the boat deck only +gradually, and there was an average of not more than three deck hands to +each boat. At 12.20 the order was given to swing out the boats, and this +work was at once commenced. There were a few passengers on the deck at +this time. Mr. Lightoller, who was one of the officers directing +operations, says that the noise of the steam blowing off was so great +that his voice could not be heard, and that he had to give directions +with his hands. + +Before this work had been begun, the stewards were rousing the +passengers in their different quarters, helping them to put on +life-belts and getting them up to the boat deck. At about 12.30 the +order was given to place women and children in the boats. This was +proceeded with at once and at about 12.45 Mr. Murdoch gave the order to +lower No. 7 boat (on the starboard side) to the water. The work of +uncovering, filling, and lowering the boats was done under the following +supervision: Mr. Lowe, the fifth officer, saw to Nos. 1, 3, 5, and 7; +Mr. Murdoch (lost) saw also to 1 and 7 and to A and C. Mr. Moody (lost) +looked after Nos. 9, 11, 13, and 15. Mr. Murdoch also saw to 9 and 11. +Mr. Lightoller saw to Nos. 4, 6, 8, B, and D. Mr. Wilde (lost) also saw +to 8 and D. Mr. Lightoller and Mr. Moody saw to 10 and 16 and Mr. Lowe +to 12 and 14. Mr. Wilde also assisted at No. 14, Mr. Boxall helping +generally. + +The evidence satisfies me that the officers did their work very well and +without any thought of themselves. Capt. Smith, the master, Mr. Wilde, +the chief officer, Mr. Murdoch, the first officer, and Mr. Moody, the +sixth officer, all went down with the ship while performing their +duties. The others, with the exception of Mr. Lightoller, took charge of +boats and thus were saved. Mr. Lightoller was swept off the deck as the +vessel went down and was subsequently picked up. + +So far as can be ascertained the boats left the ship at the following +times, but I think it is necessary to say that these, and, indeed, all +the times subsequent to the collision which are mentioned by the +witnesses, are unreliable. + + --------------------------------------- + | No. | Starboard | No. | Port side.| + | | Side. | | | + -------------------|------------------| + | | _a. m._ | | _a. m._ | + | 7 | 12.46 | 6 | 12.55 | + | 5 | 12.55 | 8 | 1.10 | + | 3 | 1.0 | 10 | 1.20 | + | 1 | 1.10 | 12 | 1.25 | + | 9 | 1.20 | 14 | 1.30 | + | 11 | 1.25 | 16 | 1.35 | + | 13 | 1.35 | 2 | 1.45 | + | 15 | 1.35 | 4 | 1.56 | + | C | 1.40 | D | 2.05 | + |[1]A | |[3]B | | + --------------------------------------- + +As regards the collapsible boats, C and D were properly lowered; as to A +and B, which were on the roof of the officers' house, they were left +until the last. There was difficulty in getting these boats down to the +deck, and the ship had at this time a list. Very few of the deck hands +were left in the ship, as they had nearly all gone to man the lifeboats, +and the stewards and firemen were unaccustomed to work the collapsible +boats. Work appears to have been going on in connection with these two +boats at the time that the ship sank. The boats seem to have floated +from the deck and to have served in the water as rafts. + +The following table shows the numbers of the male crew, male passengers, +and women and children who, according to the evidence, left the ship in +each boat. In three or four instances the numbers of women and children +are only arrived at by subtracting the numbers of crew and male +passengers from the total said to be in the boat (these are in +italics). In each case the lowest figures given are taken: + + Key + A: Starboard side boat. No. + B: Men of crew. + C: Men passengers. + D: Women and children. + E: Total. + F: Port side boat No. + G: Men of crew. + H: Men passengers. + I: Women and children. + J: Total + + +------+----+----+------+----++------+---+----+------+----+ + | A | B | C | D | E || F | G | H | I | J | + +------+----+----+------+----++------+---+----+------+----+ + | 7 | 3 | 4 | _20_ | 27 || 6 | 2 | 2 | _24_ | 28 | + | 5 | 5 | 6 | 30 | 41 || 8 | 4 | | 35 | 39 | + | 3 | 15 | 10 | _25_ | 50 || 10 | 5 | | 50 | 55 | + | 1 | 7 | 3 | 2 | 12 || 2 | 4 | 1 | 21 | 26 | + | 9 | 8 | 6 | 42 | 56 || 12 | 2 | | 40 | 42 | + | 11 | 9 | 1 | 60 | 70 || 14 | 8 | | 53 | 63 | + | 13 | 5 | | 59 | 64 || 16 | 6 | | 50 | 56 | + | 15 | 13 | 4 | _53_ | 70 || 4 | 4 | | 36 | 40 | + | C | 5 | 2 | 64 | 71 || D | 2 | 2 | 40 | 44 | + | A[1] | | | | || B[1] | | | | | + +------+----+----+------+----++------+---+----+------+----+ + |Total | 70 | 36 | 355 |461 || |37 | 7 | 349 |393 | + +------+----+----+------+----++------+---+----+------+----+ + + General total: + Men of crew 107 + Men passengers 43 + Women and children 704 + +This shows in all 107 men of the crew, 43 male passengers, and 704 women +and children, or a total of 854 in 18 boats. In addition, about 60 +persons, two of whom were women, were said to have been transferred, +subsequently, from A and B collapsible boats to other boats, or rescued +from the water, making a total of 914 who escaped with their lives. It +is obvious that these figures are quite unreliable, for only 712 were in +fact saved by the _Carpathia_, the steamer which came to the rescue at +about 4 a. m., and all the boats were accounted for. Another remarkable +discrepancy is that, of the 712 saved, 189 were in fact men of the crew, +129 were male passengers, and 394 were women and children. In other +words, the real proportion of women to men saved was much less than the +proportion appearing in the evidence from the boats. Allowing for those +subsequently picked up, of the 712 persons saved only 652 could have +left the _Titanic_ in boats, or an average of about 36 per boat. There +was a tendency in the evidence to exaggerate the numbers in each boat, +to exaggerate the proportion of women to men, and to diminish the number +of crew. I do not attribute this to any wish on the part of the +witnesses to mislead the court, but to a natural desire to make the best +case for themselves and their ship. The seamen who gave evidence were +too frequently encouraged when under examination in the witness box to +understate the number of crew in the boats. The number of crew actually +saved was 189, giving an average of 10 per boat, and if from this figure +the 58 men of the 60 persons above mentioned be deducted the average +number of crew leaving the ship in the boats must still have been at +least 7. The probability, however, is that many of the 60 picked up were +passengers. + +The discipline both among passengers and crew during the lowering of the +boats was good, but the organization should have been better, and if it +had been it is possible that more lives would have been saved. + +The real difficulty in dealing with the question of the boats is to find +the explanation of so many of them leaving the ship with comparatively +few persons in them. No. 1 certainly left with only 12; this was an +emergency boat with a carrying capacity of 40. No. 7 left with only 27, +and No. 6 with only 28; these were lifeboats with a carrying capacity of +65 each; and several of the others, according to the evidence, and +certainly according to the truth, must have left only partly filled. +Many explanations are forthcoming, one being that the passengers were +unwilling to leave the ship. When the earlier boats left, and before the +_Titanic_ had begun materially to settle down, there was a drop of 65 +feet from the boat deck to the water, and the women feared to get into +the boats. Many people thought that the risk in the ship was less than +the risk in the boats. This explanation is supported by the evidence of +Capt. Rostron, of the _Carpathia_. He says that after those who were +saved got on board his ship he was told by some of them that when the +boats first left the _Titanic_ the people "really would not be put in +the boats; they did not want to go in." There was a large body of +evidence from the _Titanic_ to the same effect, and I have no doubt that +many people, particularly women, refused to leave the deck for the +boats. At one time the master appears to have had the intention of +putting the people into the boats from the gangway doors in the side of +the ship. This was possibly with a view to allay the fears of the +passengers, for from these doors the water could be reached by means of +ladders, and the lowering of some of the earlier boats when only partly +filled may be accounted for in this way. There is no doubt that the +master did order some of the partly filled boats to row to a position +under one of the doors with the object of taking in passengers at that +point. It appears, however, that these doors were never opened. Another +explanation is that some women refused to leave their husbands. It is +said further that the officers engaged in putting the people into the +boats feared that the boats might buckle if they were filled; but this +proved to be an unfounded apprehension, for one or more boats were +completely filled and then successfully lowered to the water. + +At 12.35 the message from the _Carpathia_ was received announcing that +she was making for the _Titanic_. This probably became known and may +have tended to make the passengers still more unwilling to leave the +ship, and the lights of a ship (the _Californian_) which were seen by +many people may have encouraged the passengers to hope that assistance +was at hand. These explanations are perhaps sufficient to account for so +many of the lifeboats leaving without a full boat load; but I think, +nevertheless, that if the boats had been kept a little longer before +being lowered, or if the after gangway doors had been opened, more +passengers might have been induced to enter the boats. And if women +could not be induced to enter the boats, the boats ought then to have +been filled up with men. It is difficult to account for so many of the +lifeboats being sent from the sinking ship, in a smooth sea, far from +full. These boats left behind them many hundreds of lives to perish. I +do not, however, desire these observations to be read as casting any +reflection on the officers of the ship or on the crew who were working +on the boat deck. They all worked admirably, but I think that if there +had been better organization the results would have been more +satisfactory. + +I heard much evidence as to the conduct of the boats after the _Titanic_ +sank and when there must have been many struggling people in the water, +and I regret to say that in my opinion some, at all events, of the boats +failed to attempt to save lives when they might have done so, and might +have done so successfully. This was particularly the case with boat No. +1. It may reasonably have been thought that the risk of making the +attempt was too great; but it seems to me that if the attempt had been +made by some of these boats it might have been the means of saving a few +more lives. Subject to these few adverse comments, I have nothing but +praise for both passengers and crew. All the witnesses speak well of +their behavior. It is to be remembered that the night was dark, the +noise of the escaping steam was terrifying, the peril, though perhaps +not generally recognized, was imminent and great, and many passengers +who were unable to speak or to understand English were being collected +together and hurried into the boats. + + +CONDUCT OF SIR C. DUFF GORDON AND MR. ISMAY. + +An attack was made in the course of the inquiry on the moral conduct of +two of the passengers, namely, Sir Cosmo Duff Gordon and Mr. Bruce +Ismay. It is no part of the business of the court to inquire into such +matters, and I should pass them by in silence if I did not fear that my +silence might be misunderstood. The very gross charge against Sir Cosmo +Duff Gordon that, having got into No. 1 boat, he bribed the men in it to +row away from drowning people is unfounded. I have said that the members +of the crew in that boat might have made some attempt to save the people +in the water, and that such an attempt would probably have been +successful; but I do not believe that the men were deterred from making +the attempt by any act of Sir Cosmo Duff Gordon's. At the same time I +think that if he had encouraged the men to return to the position where +the _Titanic_ had foundered they would probably have made an effort to +do so and could have saved some lives. + +As to the attack on Mr. Bruce Ismay, it resolved itself into the +suggestion that, occupying the position of managing director of the +steamship company, some moral duty was imposed upon him to wait on board +until the vessel foundered. I do not agree. Mr. Ismay, after rendering +assistance to many passengers, found C collapsible, the last boat on the +starboard side, actually being lowered. No other people were there at +the time. There was room for him and he jumped in. Had he not jumped in +he would merely have added one more life, namely, his own, to the number +of those lost. + + +THE THIRD-CLASS PASSENGERS. + +It had been suggested before the inquiry that the third-class passengers +had been unfairly treated; that their access to the boat deck had been +impeded, and that when at last they reached that deck the first and +second class passengers were given precedence in getting places in the +boats. There appears to have been no truth in these suggestions. It is +no doubt true that the proportion of third-class passengers saved falls +far short of the proportion of the first and second class, but this is +accounted for by the greater reluctance of the third-class passengers to +leave the ship, by their unwillingness to part with their baggage, by +the difficulty of getting them up from their quarters, which were at the +extreme ends of the ship, and by other similar causes. The interests of +the relatives of some of the third-class passengers who had perished +were in the hands of Mr. Harbinson, who attended the inquiry on their +behalf. He said at the end of his address to the court: + + I wish to say distinctly that no evidence has been given in the + course of this case which would substantiate a charge that any + attempt was made to keep back the third-class passengers. * * * I + desire further to say that there is no evidence that when they did + reach the boat deck there was any discrimination practiced either + by the officers or the sailors in putting them into the boats. + +I am satisfied that the explanation of the excessive proportion of +third-class passengers lost is not to be found in the suggestion that +the third-class passengers were in any way unfairly treated. They were +not unfairly treated. + + +MEANS TAKEN TO PROCURE ASSISTANCE. + +As soon as the dangerous condition of the ship was realized, messages +were sent by the master's orders to all steamers within reach. At 12.15 +a. m. the distress signal CQD was sent. This was heard by several +steamships and by Cape Race. By 12.25 Mr. Boxall, the fourth officer, +had worked out the correct position of the _Titanic_, and then another +message was sent: "Come at once, we have struck a berg." This was heard +by the Cunard steamer _Carpathia_, which was at this time bound from New +York to Liverpool and 58 miles away. The _Carpathia_ answered, saying +that she was coming to the assistance of the _Titanic_. This was +reported to Capt. Smith on the boat deck. At 12.26 a message was sent +out, "Sinking; can not hear for noise of steam." Many other messages +were also sent, but as they were only heard by steamers which were too +far away to render help, it is not necessary to refer to them. At 1.45 a +message was heard by the _Carpathia_, "Engine-room full up to boilers." +The last message sent out was "CQ" which was faintly heard by the +steamer _Virginian_. This message was sent at 2.17. It thus appears that +the Marconi apparatus was at work until within a few minutes of the +foundering of the _Titanic_. + +Meanwhile Mr. Boxall was sending up distress signals from the deck. +These signals (rockets) were sent off at intervals from a socket by No. +1 emergency boat on the boat deck. They were the ordinary distress +signals, exploding in the air and throwing off white stars. The firing +of these signals began about the time that No. 7 boat was lowered (12.45 +a. m.), and it continued until Mr. Boxall left the ship at about 1.45. + +Mr. Boxall was also using a Morse light from the bridge in the direction +of a ship whose lights he saw about half a point on the port bow of the +_Titanic_ at a distance, as he thought, of about 5 or 6 miles. He got no +answer. In all, Mr. Boxall fired about eight rockets. There appears to +be no doubt that the vessel whose lights he saw was the _Californian_. +The evidence from the _Californian_ speaks of eight rockets having been +seen between 12.30 and 1.40. The _Californian_ heard none of the +_Titanic's_ messages; she had only one Marconi operator on board and he +was asleep. + + +THE RESCUE BY THE STEAMSHIP "CARPATHIA." + +On the 15th of April the steamship _Carpathia_, 13,600 tons gross, of +the Cunard Line, Mr. Arthur Henry Rostron, master, was on her passage +to Liverpool from New York. She carried some 740 passengers and 325 +crew. + +On receipt of the _Titanic_'s first distress message the captain +immediately ordered the ship to be turned around and driven at her +highest speed (17-1/2 knots) in the direction of the _Titanic_. He also +informed the _Titanic_ by wireless that he was coming to her assistance, +and he subsequently received various messages from her. At about 2.40 a. +m. he saw a green flare which, as the evidence shows, was being sent up +by Mr. Boxall in No. 2 boat. From this time until 4 a. m. Capt. Rostron +was altering his course continually in order to avoid icebergs. He fired +rockets in answer to the signals he saw from Boxall's boat. At 4 o'clock +he considered he was practically up to the position given and he stopped +his ship at 4.05. He sighted the first boat (No. 2) and picked her up at +4.10. There was then a large number of icebergs around him, and it was +just daylight. Eventually he picked up in all 13 lifeboats, two +emergency boats, and two collapsible boats, all of which were taken on +board the _Carpathia_, the other boats being abandoned as damaged or +useless. From these boats he took on board 712 persons, one of whom died +shortly afterwards. The boats were scattered over an area of 4 or 5 +miles, and it was 8 a. m. before they had all been picked up. He saw +very little wreckage when he got near to the scene of the disaster, only +a few deck chairs, cork life belts, etc., and only one body. The +position was then 41 deg. 46' N., 50 deg. 14' W. + +The _Carpathia_ subsequently returned to New York with the passengers +and crew she had rescued. + +The court desires to record its great admiration of Capt. Rostron's +conduct. He did the very best that could be done. + + +NUMBERS SAVED. + +The following were the numbers saved: + + First class: + Adult males 57 out of 175, or 32.57 per cent. + Adult females 140 out of 144, or 97.22 per cent. + Male children (all saved) 5 + Female children (all saved) 1 + ----- + 203 out of 325, or 62.46 per cent. + + Second class: + Adult males 14 out of 168, or 8.33 per cent. + Adult females 80 out of 93, or 86.02 per cent. + Male children (all saved) 11 + Female children (all saved) 13 + ----- + 118 out of 285, or 41.40 per cent. + + Third class: + Adult males 75 out of 462, or 16.23 per cent. + Adult females 76 out of 165, or 46.06 per cent. + Male children 13 out of 48, or 27.08 per cent. + Female children 14 out of 31, or 45.16 per cent. + ----- + 178 out of 706, or 25.21 per cent. + + Total 499 out of 1,316, or 37.94 per cent. + + Crew saved: + Deck department 43 out of 66, or 65.15 per cent. + Engine-room department 72 out of 325, or 22.15 per cent. + Victualing department + (including 20 women out of 23) 97 out of 494, or 19.63 per cent. + ---- + Total 212 out of 885, or 23.95 per cent. + + Total on board saved 711 out of 2,201, or 32.30 per cent. + + Passengers and crew: + Adult males 338 out of 1,667, or 20.27 per cent. + Adult females 316 out of 425, or 74.35 per cent. + Children 57 out of 109, or 52.29 per cent. + ---- + Total 711 out of 2,201, or 32.30 per cent. + + + + +V.--THE CIRCUMSTANCES IN CONNECTION WITH THE STEAMSHIP "CALIFORNIAN." + + +It is here necessary to consider the circumstances relating to the +steamship _Californian_. + +On the 14th of April the steamship _Californian_, of the Leyland Line, +Mr. Stanley Lord, master, was on her passage from London, which port she +left on April 5, to Boston, United States, where she subsequently +arrived on April 19. She was a vessel of 6,223 tons gross and 4,038 net. +Her full speed was 12-1/2 to 13 knots. She had a passenger certificate, +but was not carrying any passengers at the time. She belonged to the +International Mercantile Marine Co., the owners of the _Titanic_. + +At 7.30 p.m., ship's time, on April 14, a wireless message was sent from +this ship to the _Antillian_: + + * * * * * + +To CAPTAIN, _Antillian_: + +Six thirty p.m., apparent ship's time, latitude 42 deg. 3' N., longitude 49 deg. +9' W. Three large bergs, 5 miles to southward of us. Regards. + +LORD. + + * * * * * + +The message was intercepted by the _Titanic_, and when the Marconi +operator (Evans) of the _Californian_ offered this ice report to the +Marconi operator of the _Titanic_, shortly after 7.30 p. m., the latter +replied: + + It is all right. I heard you sending it to the _Antillian_, and I + have got it. + +The _Californian_ proceeded on her course S. 89 deg. W. true until 10.20 p. +m., ship's time, when she was obliged to stop and reverse engines +because she was running into field ice, which stretched as far as could +then be seen to the northward and southward. + +The master told the court that he made her position at that time to be +42 deg. 5' N., 57 deg. 7' W. This position is recorded in the log book, which +was written up from the scrap log book by the chief officer. The scrap +log is destroyed. It is a position about 19 miles N. by E. of the +position of the _Titanic_ when she foundered, and is said to have been +fixed by dead reckoning and verified by observations. I am satisfied +that this position is not accurate. The master "twisted her head" to E. +N. E. by the compass and she remained approximately stationary until +5.15 a. m. on the following morning. The ship was slowly swinging around +to starboard during the night. + +At about 11 p. m. a steamer's light was seen approaching from the +eastward. The master went to Evans's room and asked what ships he had. +The latter replied: "I think the _Titanic_ is near us. I have got her." +The master said: "You had better advise the _Titanic_ we are stopped and +surrounded with ice." This Evans did, calling up the _Titanic_ and +sending: "We are stopped and surrounded by ice." The _Titanic_ replied: +"Keep out." The _Titanic_ was in communication with Cape Race, which +station was then sending messages to her. The reason why the _Titanic_ +answered "keep out" was that her Marconi operator could not hear what +Cape Race was saying, as from her proximity the message from the +_Californian_ was much stronger than any message being taken in by the +_Titanic_ from Cape Race, which was much farther off. Evans heard the +_Titanic_ continuing to communicate with Cape Race up to the time he +turned in at 11.30 p. m. + +The master of the _Californian_ states that when observing the +approaching steamer as she got nearer he saw more lights, a few deck +lights, and also her green side light. He considered that at 11 o'clock +she was approximately 6 or 7 miles away, and at some time between 11 and +11.30 he first saw her green light; she was then about 5 miles off. He +noticed that about 11.30 she stopped. In his opinion this steamer was of +about the same size as the _Californian_--a medium-sized steamer, +"something like ourselves." + +From the evidence of Mr. Groves, third officer of the _Californian_, who +was the officer of the first watch, it would appear that the master was +not actually on the bridge when the steamer was sighted. + +Mr. Groves made out two masthead lights; the steamer was changing her +bearing slowly as she got closer, and as she approached he went to the +chart room and reported this to the master; he added, "She is evidently +a passenger steamer." In fact, Mr. Groves never appears to have had any +doubt on this subject. In answer to a question during his examination, +"Had she much light?" he said, "Yes, a lot of light. There was +absolutely no doubt of her being a passenger steamer, at least in my +mind." + +Gill, the assistant donkey man of the _Californian_, who was on deck at +midnight, said, referring to this steamer: "It could not have been +anything but a passenger boat, she was too large." + +By the evidence of Mr. Groves, the master, in reply to his report, said: +"Call her up on the Morse lamp, and see if you can get any answer." This +he proceeded to do. The master came up and joined him on the bridge and +remarked: "That does not look like a passenger steamer." Mr. Groves +replied: "It is, sir. When she stopped her lights seemed to go out, and +I suppose they have been put out for the night." Mr. Groves states that +these lights went out at 11.40, and remembers that time because "one +bell was struck to call the middle watch." The master did not join him +on the bridge until shortly afterwards, and consequently after the +steamer had stopped. + +In his examination Mr. Groves admitted that if this steamer's head was +turning to port after she stopped, it might account for the diminution +of lights, by many of them being shut out. Her steaming lights were +still visible and also her port side light. + +The captain only remained upon the bridge for a few minutes. In his +evidence he stated that Mr. Groves had made no observations to him +about the steamer's deck lights going out. Mr. Groves's Morse signaling +appears to have been ineffectual (although at one moment he thought he +was being answered), and he gave it up. He remained on the bridge until +relieved by Mr. Stone, the second officer, just after midnight. In +turning the _Californian_ over to him, he pointed out the steamer and +said: "she has been stopped since 11.40; she is a passenger steamer. At +about the moment she stopped she put her lights out." When Mr. Groves +was in the witness box the following questions were put to him by me: + + Speaking as an experienced seaman and knowing what you do know now, + do you think that steamer that you know was throwing up rockets, + and that you say was a passenger steamer, was the _Titanic_?--Do I + think it? Yes. From what I have heard subsequently? Yes. Most + decidedly I do, but I do not put myself as being an experienced + man. But that is your opinion as far as your experience goes?--Yes, + it is, my lord. + +Mr. Stone states that the master, who was also up (but apparently not on +the bridge), pointed out the steamer to him with instructions to tell +him if her bearings altered or if she got any closer; he also stated +that Mr. Groves had called her up on the Morse lamp and had received no +reply. + +Mr. Stone had with him during the middle watch an apprentice named +Gibson, whose attention was first drawn to the steamer's lights at about +12.20 a. m. He could see a masthead light, her red light (with glasses), +and a "glare of white lights on her afterdeck." He first thought her +masthead light was flickering and next thought it was a Morse light, +"calling us up." He replied, but could not get into communication, and +finally came to the conclusion that it was, as he had first supposed, +the masthead light flickering. Sometime after 12.30 a. m., Gill, the +donkey man, states that he saw two rockets fired from the ship which he +had been observing, and about 1.10 a. m., Mr. Stone reported to the +captain by voice pipe, that he had seen five white rockets from the +direction of the steamer. He states that the master answered, "Are they +company's signals?" and that he replied, "I do not know, but they appear +to me to be white rockets." The master told him to "go on Morsing," and, +when he received any information, to send the apprentice down to him +with it. Gibson states that Mr. Stone informed him that he had reported +to the master, and that the master had said the steamer was to be called +up by Morse light. This witness thinks the time was 12.55; he at once +proceeded again to call the steamer up by Morse. He got no reply, but +the vessel fired three more white rockets; these rockets were also seen +by Mr. Stone. + +Both Mr. Stone and the apprentice kept the steamer under observation, +looking at her from time to time with their glasses. Between 1 o'clock +and 1.40 some conversation passed between them. Mr. Stone remarked to +Gibson: "Look at her now, she looks very queer out of water, her lights +look queer." He also is said by Gibson to have remarked, "A ship is not +going to fire rockets at sea for nothing;" and admits himself that he +may possibly have used that expression. + +Mr. Stone states that he saw the last of the rockets fired at about +1.40, and after watching the steamer for some 20 minutes more he sent +Gibson down to the master. + + I told Gibson to go down to the master, and be sure and wake him, + and tell him that altogether we had seen eight of these white + lights like white rockets in the direction of this other steamer; + that this steamer was disappearing in the southwest, that we had + called her up repeatedly on the Morse lamp and received no + information whatsoever. + +Gibson states that he went down to the chart room and told the master; +that the master asked him if all the rockets were white, and also asked +him the time. Gibson stated that at this time the master was awake. It +was five minutes past two, and Gibson returned to the bridge to Mr. +Stone and reported. They both continued to keep the ship under +observation until she disappeared. Mr. Stone describes this as "A +gradual disappearing of all her lights, which would be perfectly natural +with a ship steaming away from us." + +At about 2.40 a. m. Mr. Stone again called up the master by voice pipe +and told him that the ship from which he had seen the rockets come had +disappeared bearing SW. 1/2 W., the last he had seen of the light; and +the master again asked him if he was certain there was no color in the +lights. "I again assured him they were all white, just white rockets." +There is considerable discrepancy between the evidence of Mr. Stone and +that of the master. The latter states that he went to the voice pipe at +about 1.15, but was told then of a white rocket (not five white +rockets). Moreover, between 1.30 and 4.30, when he was called by the +chief officer (Mr. Stewart), he had no recollection of anything being +reported to him at all, although he remembered Gibson opening and +closing the chart-room door. + +Mr. Stewart relieved Mr. Stone at 4 a. m. The latter told him he had +seen a ship 4 or 5 miles off when he went on deck at 12 o'clock, and at +1 o'clock he had seen some white rockets, and that the moment the ship +started firing them she started to steam away. Just at this time (about +4 a. m.) a steamer came in sight with two white masthead lights and a +few lights amidships. He asked Mr. Stone whether he thought this was the +steamer which had fired rockets, and Mr. Stone said he did not think it +was. At 4.30 he called the master and informed him that Mr. Stone had +told him he had seen rockets in the middle watch. The master said, "Yes, +I know; he has been telling me." The master came at once on to the +bridge, and apparently took the fresh steamer for the one which had +fired rockets, and said, "She looks all right; she is not making any +signals now." This mistake was not corrected. He, however, had the +wireless operator called. + +At about 6 a. m. Capt. Lord heard from the _Virginian_ that the +"_Titanic_ had struck a berg, passengers in boats, ship sinking;" and he +at once started through the field ice at full speed for the position +given. + +Capt. Lord stated that about 7.30 a. m. he passed the _Mount Temple_, +stopped, and that she was in the vicinity of the position given him as +where the _Titanic_ had collided (lat. 41 deg. 46' N.; long. 50 deg. 14' W.). He +saw no wreckage there, but did later on near the _Carpathia_, which ship +he closed soon afterwards, and he stated that the position where he +subsequently left this wreckage was 41 deg. 33' N.; 50 deg. 1' W. It is said in +the evidence of Mr. Stewart that the position of the _Californian_ was +verified by stellar observations at 7.30 p. m. on the Sunday evening, +and that he verified the captain's position given when the ship stopped +(42 deg. 5' N.; 50 deg. 7' W.) as accurate on the next day. The position in +which the wreckage was said to have been seen on the Monday morning was +verified by sights taken on that morning. + +All the officers are stated to have taken sights, and Mr. Stewart in his +evidence remarks that they all agreed. If it is admitted that these +positions were correct, then it follows that the _Titanic_'s position as +given by that ship when making the CQD. signal was approximately S. +16 deg. W. (true), 19 miles from the _Californian_; and further that the +position in which the _Californian_ was stopped during the night, was 30 +miles away from where the wreckage was seen by her in the morning, or +that the wreckage had drifted 11 miles in a little more than five hours. + +There are contradictions and inconsistencies in the story as told by the +different witnesses. But the truth of the matter is plain. The _Titanic_ +collided with the berg at 11.40. The vessel seen by the _Californian_ +stopped at this time. The rockets sent up from the _Titanic_ were +distress signals. The _Californian_ saw distress signals. The number +sent up by the _Titanic_ was about eight. The _Californian_ saw eight. +The time over which the rockets from the _Titanic_ were sent up was from +about 12.45 to 1.45 o'clock. It was about this time that the +_Californian_ saw the rockets. At 2.40 Mr. Stone called to the master +that the ship from which he had seen the rockets had disappeared. At +2.20 a. m. the _Titanic_ had foundered. It was suggested that the +rockets seen by the _Californian_ were from some other ship, not the +_Titanic_. But no other ship to fit this theory has ever been heard of. + +These circumstances convince me that the ship seen by the _Californian_ +was the _Titanic_, and if so, according to Capt. Lord, the two vessels +were about 5 miles apart at the time of the disaster. The evidence from +the _Titanic_ corroborates this estimate, but I am advised that the +distance was probably greater, though not more than 8 to 10 miles. The +ice by which the _Californian_ was surrounded was loose ice extending +for a distance of not more than 2 or 3 miles in the direction of the +_Titanic_. The night was clear and the sea was smooth. When she first +saw the rockets, the _Californian_ could have pushed through the ice to +the open water without any serious risk and so have come to the +assistance of the _Titanic_. Had she done so she might have saved many +if not all of the lives that were lost. + + + + +VI.--THE BOARD OF TRADE'S ADMINISTRATION. + + +The court was invited by the board of trade-- + + "to report upon the rules and regulations made under the merchant + shipping acts, 1894-1906, and the administration of those acts, and + of such rules and regulations so far as the consideration thereof + is material to this casualty" (No. 26 of the questions submitted to + the court by the board of trade). + +Charges were made against the board of trade during the progress of the +inquiry of a twofold kind. First, it was said that the board had been +negligent in that they had failed to keep up to date their rules and +regulations relating generally to the provision of life-saving +appliances at sea, and, secondly, it was said that their officials had +in the particular instance of the _Titanic_ failed to exercise due care +in the supervision of the vessel's plans and the inspection of the work +done upon her. + +With reference to the first of these charges, it was reduced in the +course of the inquiry to a charge of neglect to keep the board's scale +for the provision of lifeboat accommodation up to date. The +circumstances are these: In March, 1886, the board appointed a +departmental committee, consisting of three of their principal +officers, to inquire into the question of boats, rafts, and life-saving +apparatus carried by sea-going merchant ships. In their report this +committee pointed out that, as regards boats for ocean-going steamers +carrying large numbers of passengers, the boats would be of little use +in saving life (although they might for a time prolong its existence) +unless succor were at hand from other ships or from proximity to shore; +and speaking with special reference to passenger steam vessels carrying +emigrants across the Atlantic to ports on the east coast of North +America, they said as follows: + + Considering the number of vessels employed in this trade, and the + large number of passengers they carry, and also taking into + consideration the stormy character of the ocean they have to cross, + and the thick and foggy weather encountered, we think this class is + the most important of any, and we can not pass over the fact that + of late years this traffic has been carried on with remarkable + immunity from loss of life. + + The boat accommodation these vessels are forced to carry when + sailing with emigrants is regulated by the scale in the passengers + act, 1855, which provides for boat accommodation for 216 people as + a maximum, so that, supposing a vessel leaves with 1,000 passengers + and 200 crew under the present statutory requirements, she need + only carry sufficient boat accommodation for 216 of these people. + Thus it will be seen that the boats carried by this class of + vessels are also quite inadequate as an effectual means of saving + life should a disaster happen to a ship with her full complement of + passengers on board. We are glad to be able to say that there are + many liberal and careful shipowners who do all in their power to + provide for the safety of their passengers by equipping their + vessels with boats far in excess of the number required by statute. + But, at the same time, there are others carrying large numbers of + emigrants who do no more than they are required to do by law. + + We have gone into this question with reference to this class of + vessels very fully, and have visited many of them, and we think + that the boats required by act should be increased 100 per cent., + and in addition to them that the owners should be induced to carry + sufficient collapsible boats and approved rafts, so that each ship + shall have sufficient life-saving gear for all on board at any one + time, provided, as said before, that no ship need carry more boat + accommodation than is sufficient for all on board at that time. + +In 1887 a select committee of the House of Commons, of which Lord +Charles Beresford was the chairman, was appointed to report on saving +life at sea, and they found in their report-- + + That many passenger ships could not, without great inconvenience, + carry so many of the ordinary wooden boats as would suffice to + carry the whole of the passengers and crew with safety in bad + weather. Under such circumstances the crew would not be sufficient + to man so many boats; nor could they all be got into the water in + sufficient time in the event of very rapid foundering. Having + regard, however, to the fact that accidents occur probably as often + in moderate weather as in bad, and having regard also to the fact + that the very cause of the accident frequently incapacitates many + of the boats, and to the further fact that an insufficiency of + boats undoubtedly tends to cause panic, we are of opinion that all + sea-going passenger ships should be compelled by law to carry such + boats, and other life-saving apparatus, as would in the aggregate + best provide for the safety of all on board in moderate weather. + +As a result of these reports, the merchant shipping (life-saving +appliances) act, 1888, appears to have been passed, under which rules +were made by the board of trade at different dates. The merchant +shipping act, 1894, repealed the act of 1888, and substituted therefor +sections 427 to 431 and the seventeenth schedule of the new act. Under +this act (1894) a table showing the minimum number of boats to be placed +under davits and their minimum cubic contents was issued by the board. +It was dated March 9, 1894, and came into operation on June 1 of that +year. This table was based on the gross tonnage of the vessels to which +it was to apply, and not upon the numbers carried, and it provided that +the number of boats and their capacity should increase as the tonnage +increased. The table, however, stopped short at the point where the +gross tonnage of the vessels reached "10,000 and upwards." As to all +such vessels, whatever their size might be, the minimum number of boats +under davits was fixed by the table at 16, with a total minimum capacity +of 5,500 cubic feet. + +But as regarded emigrant steamships there was a rule which provided that +if the boats under davits required by the table did not furnish +sufficient accommodation for all on board, then additional boats of +approved description (whether under davits or not) or approved life +rafts should be carried, and that these additional boats or rafts should +be of at least such carrying capacity that they and the boats required +by the table should provide together in vessels of 5,000 tons and +upwards three-fourths more than the minimum cubic contents required by +the table, so that in the case of an emigrant ship such as the _Titanic_ +the requirements under the rules and table together exacted a provision +of 9,625 cubic feet of lifeboat and raft accommodation (5,500 feet in +boats under davits with three-fourths, namely, 4,125, added). Taken at +10 cubic feet per person, this would be equivalent to a provision for +962 persons. No doubt at the time these rules were made and this table +was drawn up it was thought that, having regard to the size of vessels +then built and building, it was unnecessary to carry the table further. +The largest emigrant steamer then afloat was the _Lucania_, of 12,952 +tons. + +In the report of the select committee of the House of Commons a +reference to water-tight bulkheads had been made, which was in the +following terms: + + Though the question of construction was clearly not included in the + reference to the committee, still they think it only right to + state, after having heard the evidence, that the proper placing of + bulkheads, so as to enable a ship to keep afloat for some length of + time after an accident has occurred, is most important for saving + life at sea, and a thing upon which the full efficiency of + life-saving appliances largely depends. + +This passage probably explains the insertion in the board of trade's +rules for life-saving appliances of rule No. 12, which is as follows: + + _Water-tight compartments._--When ships of any class are divided + into efficient water-tight compartments to the satisfaction of the + board of trade, they shall only be required to carry additional + boats, rafts and buoyant apparatus of one-half of the capacity + required by these rules, but the exemption shall not extend to life + jackets or similar approved articles of equal buoyancy suitable to + be worn on the person. + +If this rule had become applicable to the _Titanic_, then the total +cubical lifeboat or raft accommodation which she would have been +required to carry would not have been more than 7,562 (equivalent to +accommodation for 756 persons). It did not, however, become applicable +for the owners never required the board of trade to express any opinion +under the rule as to the efficiency of the water-tight compartments. The +_Titanic_, in fact, carried boat accommodation for 1,178 persons, a +number far in excess of the requirements of the table and rules, and +therefore no concession under rule 12 was needed. Speaking generally, +recourse to this rule (12) by shipowners has been so insignificant that +the rule itself may be regarded as of no practical account. + +The foregoing rules with the table were laid before Parliament in the +usual way, and so received the required statutory sanction. + +After 1894 steamers were built of a much larger tonnage than 10,000, the +increase culminating in the _Titanic_, with a gross tonnage of 46,328. +As the vessels built increased in size, one would have thought the +necessity for increased lifeboat accommodation would grow; but the rules +and table remained stationary and nothing was done to them by way of +change. The explanation of this long delay (from 1894-1912) was given +before me by Sir Alfred Chalmers, who had served under the board of +trade as nautical adviser from 1896 to August, 1911. He is now retired. +I think it will be well if I give his explanation in his own words. He +says: + + I considered the matter very closely from time to time. I first of + all considered the record of the trade--that is to say, the record + of the casualties--and to see what immunity from loss there was. I + found it was the safest mode of travel in the world, and I thought + it was neither right nor the duty of a state department to impose + regulations upon that mode of travel as long as the record was a + clean one. Secondly, I found that as ships grew bigger there were + such improvements made in their construction that they were + stronger and better ships, both from the point of view of + water-tight compartments and also absolute strength, and I + considered that that was the road along which the shipowners were + going to travel, and that they should not be interfered with. I + then went to the maximum that is down in the table, 16 boats and + upward, together with the supplementary boats, and I considered + from my experience that that was the maximum number that could be + rapidly dealt with at sea and that could be safely housed without + incumbering the vessel's decks unduly. In the next place I + considered that the traffic was very safe on account of the routes, + the definite routes being agreed upon by the different companies, + which tended to lessen the risk of collision and to avoid ice and + fog. Then again, there was the question of wireless telegraphy, + which had already come into force on board of these passenger + ships. I was seized of the fact that in July, 1901, the _Lucania_ + had been fitted with wireless telegraphy, and the Cunard Line + generally fitted it during that year to all their ships. The Allan + Line fitted it in 1902, and I am not sure that in 1904 it had not + become quite general on the trans-Atlantic ships. That, of course, + entered into my consideration as well. Then another point was the + manning. It was quite evident to me that if you went on crowding + the ships with boats you would require a crew which were not + required otherwise for the safe navigation of the ship, or for the + proper upkeep of the ship, but you are providing a crew which would + be carried uselessly across the ocean, that never would be required + to man the boats. Then the last point, and not the least, was this, + that the voluntary action of the owners was carrying them beyond + the requirements of our scale, and when voluntary action on the + part of shipowners is doing that, I think that any state department + should hold its hand before it steps in to make a hard and fast + scale for that particular type of shipping. I considered that that + scale fitted all sizes of ships that were then afloat, and I did + not consider it necessary to increase it, and that was my advice to + Sir Walter Howell. + +I appreciate this explanation, and I think there is much force in it. At +the same time, it seems to me that it does not justify the delay. Even +taking all these matters into consideration, it can not be that the +provision for boat accommodation made in 1894 for vessels of 10,000 tons +and upward remained sufficient to 1910, when vessels of 45,000 tons were +being built. Two considerations demonstrate this. The first is that some +shipowners recognized the insufficiency of the requirements of the board +of trade, and voluntarily exceeded those requirements by providing +larger boat accommodation than the old rules and table exacted. The +second is that shortly before Sir Alfred Chalmers left the board of +trade, the board had begun to direct attention to the amending of their +rules in this connection. + +It appears that in November, 1910, a question was asked in the House of +Commons as to whether the attention of the president of the board of +trade had been called to the fact that the _Olympic_, a sister ship of +the _Titanic_, was provided with 14 lifeboats only. The answer given was +that the _Olympic_ (which was then in course of construction) would +carry 14 lifeboats and two ordinary boats of an aggregate capacity of +9,752 cubic feet, which was in excess of the requirements of the +statutory rules. On February 15, 1911, a further question was asked as +to the date of the last regulations, and whether, having regard to the +increased tonnage of modern ships, the desirability of revising the +regulations would be considered by the board of trade. The answer by the +president was: + + Those regulations were last revised in 1894. The question of their + further revision is engaging the serious attention of the board of + trade, and I have decided to refer the matter to the merchant + shipping advisory committee for consideration and advice. + +Three days afterwards, namely, on February 18, 1911, a circular letter +was sent out by the board of trade to the board's principal officers at +Liverpool, London, and Glasgow asking each of those gentlemen to draft +such an extension of the existing boat scale as he might think +satisfactory and reasonable for the conditions of large passenger +steamers. This circular letter was answered by the principal officer in +Glasgow (Mr. Harris) on February 24, 1911, by the principal officer in +London (Mr. Park) on February 27, 1911, and by the principal officer in +Liverpool (Mr. Young) on March 3, 1911. It is sufficient to say of these +answers that they all suggested a large extension of the statutory +requirements. + +Meanwhile, namely, on February 28, 1911, Mr. Archer, the board of +trade's principal ship surveyor, had also drawn up a scale. This was a +more exacting scale than that of any of the three principal officers. By +his scale a vessel of the tonnage of the _Titanic_ would have had to +carry boat accommodation equivalent to at least 24,937 cubic feet, which +would have been sufficient to hold all and more than all the persons who +were on board at the time of the disaster (2,201). It would not, +however, have been nearly sufficient to have held all that the vessel +might lawfully have carried, viz, 3,547, and it is to be observed with +reference to Mr. Archer's scale that in it he suggests an extension of +rule 12, by which (if the vessel were divided into efficient water-tight +compartments) the total boat accommodation might be reduced much more +than rule 12 as it stands would permit. If this reduction be taken into +account, the boat accommodation would fall so that it would be +sufficient only for 1,750 persons. Mr. Archer's view was that shipowners +should be encouraged to increase the floatability of the ships they +built, and that the way to encourage them was to relax the legal +requirements as to boats as their plans advanced in that direction. The +great object was so to build the ship that in the event of a disaster +she would be her own lifeboat.[4] + +Having obtained these four reports, the board of trade, on April 4, +1911, submitted the matter to their advisory committee, and obtained the +committee's report on July 4, 1911. The following are copies (with +omissions of immaterial passages) of the board of trade's letter of +April 4, 1911, and of the advisory committee's report of July 4, 1911: + + * * * * * + +BOARD OF TRADE, MARINE DEPARTMENT, + +7 WHITEHALL GARDENS, + +_London, SW., April 4, 1911_. + +SIR: I am directed by the board of trade to inclose herewith, for the +information of the merchant shipping advisory committee, a copy of a +question asked in the House of Commons on February 15 and of the answer +given by the president of the board of trade with reference to the +life-saving appliances rules made under section 427 of the merchant +shipping act, 1894. + +The board are of opinion that the table in the appendix to the rules +should be extended upward in the form indicated in the accompanying +scale, so as to provide for vessels of tonnage up to 50,000 tons gross +and upward. + +It appears to the board that the number of boats and the boat capacity +need not necessarily increase in a regular proportion according to the +increase in tonnage, and that due regard should be paid to what is +reasonable and practicable in passenger steamers exceeding 10,000 tons. +* * * + +I am to state that the board would be obliged if the merchant shipping +advisory committee would be so good as to suggest in what manner the +scale (see accompanying copy) should be continued upward, having due +regard to the considerations indicated above. + +I am further to state that the board would be glad to learn whether the +advisory committee are of opinion that rule 12 should or should not be +revised so as to exempt altogether from the requirement of additional +boats or rafts those vessels which are divided into efficient +water-tight compartments to the satisfaction of the board of trade. * * +* + +I am, etc., + +WALTER J. HOWELL. + +The SECRETARY, + +_Merchant Shipping Advisory Committee_ + + * * * * * + +MERCHANT SHIPPING ADVISORY COMMITTEE, + +_July 4, 1911_. + +SIR: We have the honor to report that your letter of April 4 with +reference to the minimum number of lifeboats to be earned on vessels of +10,000 tons gross tonnage and upward, and your letter of May 17 on the +subject of the depth of lifeboats, have been very carefully considered +by the merchant shipping advisory committee and that it was unanimously +decided at a meeting held on the 29th ultimo to adopt the report of a +subcommittee which was specially appointed to inquire into these +questions. + +A copy of the report is accordingly forwarded herewith, and the +committee desire us to suggest for the consideration of the board of +trade that effect should be given to the recommendations contained in +it. + +We are, etc., + +NORMAN HILL, _Chairman_. + +R. W. MATTHEW, _Secretary_. + +SIR WALTER J. HOWELL, + +_Assistant Secretary Marine Department, Board of Trade_. + + * * * * * + +REPORT OF THE LIFE-SAVING APPLIANCES SUBCOMMITTEE TO THE MERCHANT +SHIPPING ADVISORY COMMITTEE. + +In accordance with the decision of the merchant shipping advisory +committee, at their meeting on Friday, April 28, we have given careful +consideration to the latter of April 4 from the board of trade, in which +the committee were asked to advise: (1) As to the manner in which the +table in the appendix to the Life-Saving Appliances Rules should be +extended so as to provide for vessels of tonnage up to 50,000 tons gross +and upward; and (2) as to whether rule 12 should or should not be +revised so as to exempt altogether from the requirement of additional +boats and (or) rafts, those vessels which are divided into efficient +water-tight compartments to the satisfaction of the board of trade. + +In considering these questions, we have had specially in mind the fact +that the number of passengers carried does not necessarily increase in +proportion to the increase in the tonnage of the vessel. This is +particularly true in the case of vessels exceeding 10,000 tons, a type +of vessel which is practically only built to provide special +accommodation for large numbers of first and second class passengers. + +Similarly there is no fixed relation between the tonnage of vessels and +the deck space available for the carrying of lifeboats under davits. +Increase in the length of a vessel is only one of the factors, and often +not the most material factor contributing to the increase in its +tonnage, and it should also be remembered, in estimating the space +available for the launching of lifeboats, that it is impossible to place +davits forward of the bridge, and very undesirable to have them on the +quarters of the vessel. + +We are strongly of opinion that every encouragement should be given to +secure the provision of vessels which by their construction have been +rendered as unsinkable as possible, and which are provided with +efficient means for communicating with the shore or with other vessels +in case of disaster. + +In view of these considerations, we have agreed upon the following +recommendations: + +1. That it is questionable whether it is practicable to increase the +number of davits. + +2. That any increase in the number of lifeboats to be carried can +probably be best effected by providing for the launching of further +boats from the existing davits. + +3. That the table should be extended in the manner indicated below, +viz.: + + -------------------------+-------------+---------------+---------------- + | | Minimum | + | | number of | Total minimum + | Minimum | additional | cubic + | number of | boats to be | contents of + Gross tonnage. | boats to be | readily | boats required + | placed under| available | by + | davits. | for attachment| columns + | | to davits. | 2 and 3. + -------------------------+-------------+---------------+---------------- + | | | _Cubic feet._ + 10,000 and under 12,000 | 16 | ---- | 5,500 + 12,000 and under 20,000 | 16 | 2 | 6,200 + 20,000 and under 35,000 | 16 | 4 | 6,900 + 35,000 and under 45,000 | 16 | 6 | 7,600 + 45,000 and upward | 16 | 8 | 8,300 + -------------------------+-------------+---------------+---------------- + +It is further recommended that all passenger vessels of 10,000 tons +gross tonnage and upward should be required to be fitted with wireless +telegraphy apparatus. + +4. That the rules should be amended so as to admit of decked lifeboats +of an approved type being stowed on top of one another or under an open +lifeboat, subject to suitable arrangements being made for launching +promptly the boats so stowed. + +5. That the additional boats and rafts required under the provisions of +Division A, class 1(d) of the Life-Saving Appliances Rules shall be of +at least such carrying capacity that they, and the boats required by +columns 2 and 3 of the above table, provide together three-fourths more +than the minimum cubic contents required by column 4 of that table. + +6. That vessels divided into efficient water-tight compartments to the +satisfaction of the board of trade should (provided they are fitted with +wireless telegraphy apparatus) be exempt from the requirement of +additional boats and (or) rafts. The committee suggest, in this +connection, that the board of trade should review the requirements +designed to attain the standards as to water-tight compartments at +present enforced by them under rule 12, having regard to the +developments of shipbuilding since the report of the committee on the +spacing and construction of water-tight bulkheads. + +We have also had before us the board's further letter of May 17 +inquiring whether, in the opinion of the advisory committee, it would be +advisable to prescribe a maximum depth for lifeboats as compared with +their breadth, and, if so, what that proportion should be. + +In connection with this letter we have been supplied by the board of +trade with reports from their principal officers in Great Britain, +giving the dimensions and cubic capacities of the various kinds of boats +on five typical ships in each of eight ports. + +We recommend that the board should be advised to alter the Life-Saving +Appliances Rules so as to provide that, in future, the depth of +lifeboats supplied to a British merchant vessel shall not exceed 44 per +cent. of their breadth. + + NORMAN HILL. + S. CROSS. + GEO. N. HAMPSON. + T. ROYDEN. + THOMAS SPENCER. + A. M. CARLISLE. + WM. THEODORE DOXFORD. + ROBERT A. OGILVIE. + T. ROME. + J. HAVELOCK WILSON. + + * * * * * + +It will be observed that if effect had been given by the board of trade +to the report of the advisory committee the requirements for a vessel of +the size of the _Titanic_ would have reached 14,525 cubic feet (8,300 +plus three-fourths of 8,300, namely, 6,225), with, however, this +qualification that if the vessel were divided into efficient water-tight +compartments (as she probably was) and fitted with wireless telegraphy +(as she certainly was) a provision of a boat capacity of 8,300 cubic +feet, equivalent to space for 830 persons, would have been legally +sufficient. This would have been much less than the accommodation with +which the _Titanic_ when she put to sea was, in fact, provided (namely, +for 1,178 persons). + +Effect, however, was not given to the report. A question arose with +reference to the dimensions of lifeboats, and it was thought better to +get that question settled before proceeding to revise the rules. The +examination of this question involved making several experiments which +caused delay; and it was not until April 16, 1912, that a reply was sent +by the board of trade to the advisory committee. It will be noticed that +the date of this reply is just after the disaster to the _Titanic_ +became known. I am, however, quite satisfied that instructions for the +preparation of this letter had been given in the offices of the board of +trade some days before the 16th, and that the letter was not sent in +consequence of the disaster. It is desirable to set it out. + + * * * * * + +BOARD OF TRADE, MARINE DEPARTMENT, + +7 WHITEHALL GARDENS, + +_London, S. W., April 16, 1912_. + +SIR: With reference to your letter of the 4th July last respecting +certain questions raised in connection with the proposed revision of the +Life-Saving Appliances Rules, I am directed by the board of trade to +state, for the information of the advisory committee, that they have +given very careful consideration to the report of the life-saving +appliances subcommittee which was forwarded with your letter. + +As regards the recommendations with reference to the proposed extension +of the table (appendix to the Life Saving Appliances Rules) showing the +minimum number of boats to be placed under davits, the board are glad to +observe that the committee agree that alterations and additions are now +necessary to meet the changed conditions due to recent developments in +the size of passenger steamships and in the number of persons which +these vessels can accommodate. + +The board of trade note that the gradations of tonnage in the extension +of the scale suggested by the advisory committee are not the same as +those in the form of scale submitted to them by the board; while the +increase in the number of boats is not in the number to be placed under +davits, but in the number of additional boats required to be readily +available for attachments to davits. It is observed that the committee +hold the view that "it is questionable whether it is practicable to +increase the number of davits," and "that any increase in the number of +lifeboats to be carried can probably be best effected by providing for +the launching of further boats from the existing davits." + +The board presume that, in arriving at these conclusions, the committee +have had regard to ships already built rather than to new ships, as they +see no reason why there would be any difficulty in having more than +eight pairs of davits on each side of the ship, provided that the +requirements of Life-Saving Appliances Rules were known before the plans +were prepared. + +The board are of opinion that a very careful and thorough revision of +the table should now be made, and I am to transmit herewith a copy of a +memorandum and tables prepared by the professional advisor to the marine +department, containing a full and considered opinion on the subject of +the extension of the boat scale and cognate questions. + +As regards the proposed amendment of the rules, so as to admit of decked +lifeboats of an approved type being stowed one above another, or under +an open lifeboat, I am to state that this question is now under +consideration, and a communication will be addressed to you shortly on +the subject. + +With reference to the advisory committee's recommendation regarding the +amendment of rule 12 of the general rules, the board desire me to state +that the questions raised in the recommendation are of wide application +and of such importance that the board do not think that they can be +adequately considered except by a committee of equal standing to the +committee which reported in 1891 on the spacing and construction of +water-tight bulkheads in the mercantile marine. The board have the +question of the appointment of a committee under consideration. + +In connection with the advisory committee's recommendation that the +depth of lifeboats shall not exceed 44 per cent. of their breadth, I am +to transmit herewith, for their consideration, a draft amendment of +rules Nos. 1, 2, and 3 of the general rules with reference to the +construction of ships' boats. + +The board have made full inquiry into the question of the construction +of ships' boats, and obtained some useful information as to the average +depth of boat which is deemed desirable for safety and utility, and the +ratio of that depth to the breadth, and they attach so much importance +to this element of boat construction that they think it should receive +the careful attention of the committee. The board think that the +committee, in the light of this additional information, may reconsider +the opinions expressed on this point in their letter of July 4. + +I am therefore to transmit herewith copies of memoranda by the +professional adviser to the marine department and the acting principal +ship surveyor. + +The board desire me to state that they would be glad to be furnished +with the advisory committee's views as to the application of the +proposed new rules and boat scale, e. g., whether they should apply to +ships already built, and if so, to what extent. They regard it as of +great importance, on the one hand, that all British vessels should be +provided with a proper and sufficient equipment of life-saving +appliances, and, on the other, that regulations should not be enforced +without notice which would necessitate important structural alterations +and consequent heavy expense in vessels already built. + +I am to add that in order to make the constitution of the committee, +when considering this question, agree with that of the statutory +life-saving appliances committee indicated in the seventeenth schedule +to the merchant shipping act, 1894, the board have followed the course +adopted on previous occasions, and have invited Lloyd's Register of +British and Foreign Shipping and the Institute of London Underwriters to +select a representative who will be available to sit on the advisory +committee when the question is under consideration. + +I am, etc., + +WALTER J. HOWELL. + +The SECRETARY, + +_Merchant Shipping Advisory Committee_, + +_7, Whitehall Gardens, S. W_. + + * * * * * + +EXTENSION OF LIFE-SAVING APPARATUS TABLES. + +It will be seen that I have given priority in importance to the form of +ships' boats rather than to their number on the principle that a few +reliable boats are of greater value than a large number of indifferent +ones; but if the former desirable condition can be obtained by the +proposed alterations in our rules as to measurement, etc., we are freer +to approach the question of adding to the number of boats provided for +in the existing tables. + +As with the question of ratio D: B dealt with by the advisory committee +last year, so with the question of boat increase and relative increase +of cubic capacity dealt with by them on the same occasion, perhaps the +board might inform the committee that they are not satisfied that a +slightly different recommendation might not have been made had the +matter been still further considered at the time. + +Referring to the table of boat capacities computed by them particularly +it might be helpful if the board laid before them for consideration the +table, which I attach hereto and submit, as showing a more reasonable +proportionate increase in capacity than appears so far, in my opinion, +in the other papers before us. It will be seen in this statement that +the number of boats recommended by the advisory committee is practically +retained, but the unit of increase in capacity is put at 300 cubic feet. + +Perhaps I should state here what actuated me in fixing upon this rate of +increase. I realized that in all probability it would become the +practice on these large liners to provide boats under davits which would +contain the entire cubic feet required by the L. S. A. Rules, that +is--the quantity required by rule under davits plus the addition of +three-fourths and it occurred to me that if, after the figure 5,500 +cubic feet the increase of capacity were uniform and moderate it would +result in a total at 1-3/4 which would by incidence fit in with the +scale of boats already recommended as requisite in the report of the +advisory committee and in my own, i. e., assuming that the boats are of +500 cubic feet. Example: Take a vessel of 30,000 tons and under 35,000 +tons, according to the table I submit she would be required to have by +the 1-3/4 rule a total boat capacity of 12,500 cubic feet which at 500 +cubic feet per boat equals 24 boats nearly. There should be no +difficulty on the large ships in carrying this quantity under davits, i. +e., 18 directly under davits and six boats inboard. + +Please see incidental table attached. + +(Mr. A. H. Young, professional adviser of the board of trade.) + +MARCH 28, 1912. + + * * * * * + + +_Proposed extension of boat scale._ + + ---------------------------+----------+------------------ + | | Minimum + | | total cubic + | | contents of + Gross tons. | Boats. | boats + | | required to + | | be carried + | | under + | | davits. + ---------------------------+----------+------------------ + | | _Cubic feet._ + 10,000 and under 12,000 | 16 | 5,500 + 12,000 and under 15,000 | 18 | 5,800 + 15,000 and under 20,000 | 20 | 6,100 + 20,000 and under 25,000 | 22 | 6,400 + 25,000 and under 30,000 | 24 | 6,700 + 30,000 and under 35,000 | 24 | 7,000 + 35,000 and under 40,000 | 24 | 7,300 + 40,000 and under 45,000 | 24 | 7,600 + 45,000 and under 50,000 | 26 | 7,900 + 50,000 and upward | 26 | 8,200 + ---------------------------+----------+------------------ + +Please see the accompanying incidental table showing how this number of +boats can provide for the three-quarters additional capacity also, if of +about 500 cubic feet per boat to 600 cubic feet. + +A. H. Y. + + * * * * * + +_Table of incidence (informative)._ + + -----------------------+------+-----+-----------+------+----------- + | | | | |Equivalent + | | | | | boats. + |Number|Cubic|Cubic feet |Total |-----+----- + Gross tons. | of |feet.|additional.|cubic | At | At + |boats.| | | feet | 500 | 600 + | | | | at |cubic|cubic + | | | |1-3/4.|feet.|feet. + -----------------------+------+-----+-----------+------+-----+----- + 10,000 and under 12,000| 16 |5,500| 4,125 | 9,625| 19 | 16 + 12,000 and under 15,000| 18 |5,800| 4,350 |10,150| 20 | 16 + 15,000 and under 20,000| 20 |6,100| 4,575 |10,675| 21 | 18 + 20,000 and under 25,000| 22 |6,400| 4,800 |11,200| 22 | 19 + 25,000 and under 30,000| 24 |6,700| 5,025 |11,725| 24 | 20 + 30,000 and under 35,000| 24 |7,000| 5,250 |12,250| 24 | 20 + 35,000 and under 40,000| 24 |7,300| 5,475 |12,775| 25 | 21 + 40,000 and under 45,000| 24 |7,600| 5,700 |13,300| 26 | 22 + 45,000 and under 50,000| 26 |7,900| 5,925 |13,825| 27 | 23 + 50,000 and upward | 26 |8,200| 6,150 |14,350| 28 | 24 + -----------------------+------+-----+-----------+------+-----+----- + +One-fourth of the above boats may be carried inboard, but they should +not exceed 500 cubic feet in capacity, so that they may be readily drawn +up to the davits. + +A. H. Y. + +MARCH 30, 1912. + + * * * * * + +DRAFT AMENDMENT OF GENERAL RULES. + +(1) _Boats._--All boats shall be constructed and properly equipped as +provided by these rules, and shall be of such form and proportions that +they shall have sufficient freeboard, and ample stability in a seaway, +when loaded with their full complement of persons and equipment. + +All thwart and side seats must be fitted as low in the boat as +practicable, and bottom boards must be fitted so that the thwarts shall +not be more than 2 feet 9 inches above them. + +All boats and other life-saving appliances are to be kept ready for use +to the satisfaction of the board of trade. Internal buoyancy apparatus +may be constructed of wood, or of copper or yellow metal of not less +than 18 ounces to the superficial foot, or of other durable material. + + SECTION (A). A boat of this section shall be a lifeboat of + whaleboat form, properly constructed of wood or metal, having for + every 10 cubic feet of her capacity, computed as in rule (2), at + least 1 cubic foot of strong and serviceable inclosed air-tight + compartments, so constructed that water can not find its way into + them. In the case of metal boats an addition will have to be made + to the cubic capacity of the air-tight compartments, so as to give + them buoyancy equal to that of the wooden boat. + + SEC. (B). A boat of this section shall be a lifeboat, of whaleboat + form properly constructed of wood or metal, having inside and + outside buoyancy apparatus together equal in efficiency to the + buoyancy apparatus provided for a boat of section (A). At least + one-half of the buoyancy apparatus must be attached to the outside + of the boat. + + SEC. (C). A boat of this section shall be a lifeboat, properly + constructed of wood or metal, having some buoyancy apparatus + attached to the inside and (or) outside of the boat, equal in + efficiency to one-half of the buoyancy apparatus provided for a + boat of section (A) or section (B). At least one-half of the + buoyancy apparatus must be attached to the outside of the boat. + + SEC. (D). A boat of this section shall be a properly constructed + boat of wood or metal. + + SEC. (E). A boat of this section shall be a boat of approved + construction, form, and material, and may be collapsible. + +(2) _Cubic capacity._--The cubic capacity of an open boat and of a deck +boat of section (D) or section (E) shall be ascertained by multiplying +the product of the length, breadth, and depth by 6, subject, however, to +the following provisions: + +The length shall be measured from the foreside of the rabbet on the stem +to the afterside of the rabbet on the sternpost, and the breadth shall +be measured from the outside of plank to the outside of plank amidships. +The actual depth shall be measured from the top of the gunwale to the +top of the bottom plank next to the keel, but the depth used in +calculating the cubic capacity shall not in any case exceed 3.6 feet; +and if the actual depth measured is equal to or less than 3.6 feet, the +depth used in calculating the cubic capacity shall not exceed 45 per +cent of the breadth measured, as indicated above. + +If the oars are pulled in rowlocks, the bottom of the rowlock is to be +considered as the gunwale in measuring the depth of the boat. + +If any question is raised requiring absolute accuracy, the cubic +capacity of a boat shall be ascertained by Stirling's rule, subject to +the foregoing provisions as to depth. + +(3) _Number of persons for boats._--(_A_) Subject to the provisions of +paragraphs (_b_) (_c_) and (_d_) of this clause the number of persons[5] +an open boat of section (A) shall be deemed fit to carry shall be the +number of cubic feet ascertained as in rule (2) divided by 10, and the +number of persons[6] an open boat of section (B) or section (C), or an +open or decked boat of section (D) or section (E) shall be deemed fit to +carry shall be the number of cubic feet ascertained as in rule (2) +divided by 8. The space in the boat shall be sufficient for the seating +of the persons carried in it and for the proper use of the oars. + +(_B_) An open boat of section (A) or section (B) or section (C) or +section (D) or section (E) shall not be deemed to be fit to carry the +number of persons ascertained as in paragraph (_A_) of this clause +unless the boat is so constructed that it has a mean sheer of at least +half an inch for each foot of its length and that the boat's half-girth +amidships measured outside the planking from the side of the keel to +the top of the gunwale is at least equal to nine-tenths of the sum of +the boat's depth inside and half its maximum breadth amidships, and that +the mean of the half-girths measured in the same manner at two points, +one-quarter of the length of the boat from the stem and sternpost, +respectively, is at least equal to eight-tenths of the sum of the depth +inside and half the maximum breadth amidships. + +(_C_)--A decked boat of section (D) or section (E) shall not be deemed +to be fit to carry the number of persons ascertained as in paragraph +(_A_) of this clause, unless the top of the deck amidships is at a +height above the water approved by the board of trade, when the boat is +so loaded. + +(_D_)--If the surveyor is doubtful as to the number of persons any open +or decked boat is fit to carry, he may require the boat to be tested +afloat with the intended number of persons on board. + +(_E_)--The rules numbers 1, 2, and 3, as now amended, are not to be +retrospective, and are to apply only to boats built after. + + +SHIP'S BOATS. + +The salient feature of the reports of the board's officers on this +subject is the consensus of opinion that the form of a boat is the chief +factor to be considered in determining its value as a life-saving +appliance. + +It has been found that while there are many boats of good form supplied +to ships, there is yet a large proportion where the boats are not only +not so good, but which can only be regarded as unsafe if they had on +board anything approaching the number of persons for which they measure. + +It is the latter type we are chiefly concerned with; how is it that the +form has so deteriorated as to create this concern in our minds? I think +the cause is not far to seek; it appears to be the outcome of (1) the +shipowner's desire to carry the maximum number of persons in the minimum +number of boats; (2) in the efforts of the ship-builder, as a rule, to +carry out the specification in which he has contracted to supply the +owners with boats at a price, often very low, and naturally he does not +sublet his contract with the boatbuilder at a loss; (3) the aim of the +competing boatbuilder, which is to build his boats at as little cost +price as possible, and yet to provide accommodation for the prescribed +number of persons. He is probably limited as to length, and therefore +relies on the breadth and depth; in this direction, he is +unintentionally assisted by the board's rule for measurement, viz, L x B +x D x .6/10 or 8; so long, therefore, as he can obtain his breadth at +one point for measurement purposes, it is quite immaterial to him how +soon he fines away to the ends, with the result that the stability of +the boat becomes almost entirely dependent upon the form of a very +limited midship section, or the still smaller proportion of same that +would be under water when in the loaded condition. + +The boatbuilder may be further restricted as to breadth, and, therefore, +he again detracts from the form a boat should have by dispensing with +sheer and increasing the depth from keel to gunwale amidships. This +method of building boats enables him to obtain the capacity required by +the owner at the expense of the boat's stability and utility. + +No doubt when the life-saving appliances rules came into being the +divisors 10 and 8 for the different sections were deemed safe on the +supposition that the usual full form of boat would not be largely +departed from. Experience has shown, however, that form is frequently +sacrificed for the unworthy objects referred to above, and it follows, +therefore, that either the form should be improved or a heavier divisor +laid down. + +It would, I think, be more effective to deal with form and devise a rule +by which we can insure that a boat will be reasonably safe with its +load, not merely in smooth water, as in our recent test, but in a +seaway. It is essential, therefore, to draw the attention of the +advisory committee to the value the board attach to form, and +particularly to that part of it under water, emphasizing the great +necessity there is for an increase to the bearing surface of the +under-water portion of boats, and this end can, no doubt, be best +attained by the putting into practice of the suggestions made by the +principal ship surveyor for amending the rules and which aim at +prolonging the form or fullness of dimension of the midship body under +water well toward the ends of the boat. It is well known that by +extending the body in this way greater buoyancy and stability are +secured without materially affecting the speed. It is often supposed +that defective stability due to bad form can be rectified by the +disposition of the persons or things, but anyone with real experience of +boats in a seaway can not fail to realize that this is the wrong +principle to work on. Granted, therefore, that the question of form must +take priority, how can it be best attained? And if we refer to Mr. +Archer's method of measurement, as stated in his amendment to the rules, +it will be seen how simple and effective it is. For the purpose of +illustration, we might take the model of a ship's boat obtained through +the board's surveyors at Glasgow, the dimensions of which enlarged to +scale represent a boat of L B D/30.0 x 8.5 x 3.5 and is an embodiment of +the proportions amidships and at quarter distance from each end proposed +by Mr. Archer. + +It can not be too strongly urged that for a ship's lifeboat to be fit to +carry the number of persons it measures for in any degree of safety, +whenever it may be required at sea, the under-water or bearing surface +should be carried out to the ends as much as possible and all straight +lines avoided. The bows of many of the existing types of boat are +examples of the worst possible form for safety, and the counters are as +bad, if they can be said to have any. + +_Depth._--It appears from the reports that the most generally approved +ratio of depth to the breadth is 4/10. This has been established not +only by our long experience, but by the numerous tests recently +conducted by the board's surveyors at various ports, and the attention +of the advisory committee might be drawn to this fact. + +It is, of course, necessary also to have a good freeboard, but a +well-proportioned boat does not require so much freeboard as the +commoner type, as with proper sheer and under-water surface she is easy +in a seaway. If the gunwale is too high, there is loss of power over +the oars, which is serious when for the safety of the boat she is +required to be kept head-on to sea, and with a fresh breeze, even in a +good boat, this is not always an easy matter. + +It is a matter for consideration that at the tests made by our surveyors +the conditions were most favorable, being usually in smooth water of a +sheltered dock, and, in not a few instances, considerable anxiety was +felt for the safety of those on board when crowded in accordance to the +existing rules. If it was thus in smooth water, one dare hardly +contemplate the results in a seaway. If the shipowner does not see to it +that a safe type of boat is provided, then the number of persons to be +accommodated in boats which do not come up to the proportions deemed +safe by the board of trade should be very considerably curtailed. + +A. H. Y. + +MARCH 23, 1912. + + * * * * * + +CONSTRUCTION OF SHIP'S BOATS. + +It will, I think, be useful to consider the principal factors that +govern the dimensions of boats forming part of the life-saving apparatus +in merchant ships. + +The minimum number and capacity of boats are determined by the +regulations, and the capacity is determined by the product of the +length, breadth, and depth of the boats. As the space on the ship in +which to stow the boats is generally limited, it is generally found +easier to increase their depth than the length or breadth, and this is +further encouraged, I believe, by the cost of boats being quoted at so +much per foot in length. The builder or owner determines the dimensions +of the boat; the boatbuilder is concerned merely with the construction +and, in most cases, usually their form or lines. + +Attention has been called by the mark lane surveyors to the form and +proportions of the boats used in the Royal navy. The proportion of depth +to breadth is greater than is apparent from the particulars given, as +all boats larger than a 30-foot gig have 6-1/2-inch washboards above the +gunwale, and even the gigs and many of the smaller boats have portable +washboards. It must also be remembered that all the navy boats are +square-sterned, except the whaleboat, and are designed with easy lines +so as to make good sailers; no air cases are fitted, and the seats are +kept very low. The boats are not provided simply as life-saving +appliances; as a matter of fact, the life-saving equipment of a warship +is extremely small. It is true that each type of boat is given a certain +"life-saving capacity," which is ascertained by crowding in as many men +as practicable with boat in still water and all equipment on board. This +number agrees closely with that obtained by the board's rule L x B x D x +.6/8. These boats, moreover, have a much smaller freeboard than is +considered desirable in the merchant navy; but the occupants are all +under discipline and in charge of experienced seamen. In the mercantile +marine it may, and often does, happen, that the boats are crowded with +panic-stricken men, women, and children, and instances have occurred, I +believe, wherein there has not been a single man in the boat who has +ever handled an oar before. Having these points in view, I do not agree +that the navy type of boat is the most suitable for our purpose. + +The chief desiderata in a ship's boat as a life-saving appliance are, +(1) to carry the maximum number of people without overcrowding; and with +(2) a reasonable amount of stability and freeboard; (3) and without +undue interference with the use of oars. + +(1) Is almost wholly dependent on the length and breadth of the boat; +provided (2) is satisfied; depth has very little influence on it. For +example, take a boat 30 x 9 x 3.5, 567 cubic feet by our rule, as a +section (D) or (E) boat it should carry 567/8 = 72 people; such a boat +should allow 30 x 9 x 8/72 = 3 square feet of area per person at the +gunwale, which should be ample if all sit in the bottom who can not find +seating room on the side benches or thwarts. + +(2) Stability and freeboard are dependent upon the boat's breadth, +depth, and form. The element of length does not enter into it, and it +would be most unreasonable to limit the ratio of length to breadth, as +suggested from Liverpool, or to limit the depth to the cube root of the +length, as proposed by one of the London surveyors. Mr. Gemmell gives +particulars, M. 26,298, of four boats tested, which proved to have ample +accommodation and stability for the complements allowed by the +regulations; the ratio of depth to breadth varied from 0.41 to 0.45. + +Capt. O'Sullivan also reported five boats which he tested with ratios of +D to B, varying from 0.4 to 0.44, all except one being satisfactory, the +exception being rather tender and overcrowded, due to poor lines. The +freeboards of all these boats when loaded were, I think, sufficient. +The depth in no case exceeded 3.6, and only in one case did the ratio +exceed 0.44. + +The surveyors, Liverpool, tested a boat 3.75 deep and having a ratio of +D/b = 0.41, which proved satisfactory. + +Capt. Griffiths tested a boat 4.1 deep, having a ratio D/b = 0.455, +which he considered to be unsafe with the full complement on board. + +The consensus of opinion is that the depth should not exceed 3 feet 5 +inches or 3 feet 6 inches, and the ratio of D/b should not exceed 0.44. +This, however, is not sufficient to guarantee sufficient seating and +stability. Capt. Clarke tested a boat 24.4 x 6.55 x 2.45, which was very +unsafe with the rule complement on board. The ratio D/b is only 0.38 in +this case. It will be seen, however, that this craft has exceptionally +fine lines and is evidently quite unsuited to carry the rule complement. +It is quite evident that the form of the boat must be taken into +account. + +The dimensions of boats vary so greatly that generally the boat builder +builds his boats "to the eye," using only a midship mold; it follows +that the forms of boats of the same dimensions will vary considerably +and with different workmen. Something more is required than a limitation +in the ratio of depth to breadth. It is desirable that the sheer should +be ample, and the form not unduly fined away within the midship half +length. From consideration of the particulars and lines of the boats +mentioned in the surveyor's reports, I think a simple rule to regulate +the form may be devised such as I will indicate later. + +It is, I think, necessary to limit the depth as a factor for +ascertaining the number to be accommodated. The increase of depth beyond +a certain point, while unduly increasing the number of people that may +be carried, increases proportionately the required air case capacity, to +meet which the seats have to be raised with a corresponding increase in +the height of the center of gravity and decrease in the stability and +difficulty in rowing. A boat 3.6 deep would have the thwarts about 3 +feet above the bottom, and any increase in this height makes it very +difficult for any ordinary man to row when sitting down. In rough sea +the men would have very little control over the oars if standing up. A +further objection to the very deep boat is its small stability in the +light condition. It is not, I believe, an unusual occurrence for such +boats to capsize in rough weather, before the passengers or crew can be +got into them, and I have myself seen such a boat capsize in dock with +only two men in it; due to lumpy water and a stiff breeze catching it on +the beam when coming out of the shelter afforded by the dock wall. + +I do not think, however, any limit of depth should be imposed, except as +a measure of capacity. Any rules that may be devised should be such as +are of easy and ready application, and which will not bear harshly on +the boats that have already been accepted. I therefore suggest that the +present rules will sufficiently meet the case, with the following +modification. + +In no case should the depth to be used in general rule (2) exceed 3.6 +feet and 45 per cent of the breadth. In all cases where the actual depth +is 45 per cent of the breadth or less, the maximum number of persons, as +ascertained by rule (3) should not be allowed unless the boat has been +found capable of carrying that number by actual test in the water, or +unless the boat has at least 1/2 inch of sheer per foot of length, and +the half-girth amidships, measured outside the plank, from the side of +the keel to the top of the gunwale, is at least 90 per cent of the sum +of the depth and the half breadth, and the mean of the half girths as +similarly measured at one quarter the boat's length from the stem and +stern post are at least 80 per cent of the sum of the midship depth and +half breadth. + +The thwarts and side benches should be kept as low as practicable, and +the bottom boards should be so fitted that the height of the thwarts +above them will not exceed 2 feet 9 inches. + +A. J. D. + +JANUARY 27, 1912. + +(Mr. A. J. Daniel, acting principal Ship Surveyor to the Board of +Trade.) + + * * * * * + +It should be stated that the new committee on bulkheads mentioned in the +paragraphs of this letter which deals with rule 12 has now been formed. + +Subsequently Sir Walter Howell wrote and sent three letters to the +Advisory Committee which were as follows: + +BOARD OF TRADE, MARINE DEPARTMENT, 7 WHITEHALL GARDENS, + +_London, S. W., April 20, 1912_. + +SIR: With reference to previous correspondence between the department +and your committee respecting the revision of the statutory rules for +life-saving appliances on British ships, and particularly to the letter +from this department of April 16, I am directed by the board of trade +to state that as an entirely new situation has been created by the +recent disaster to the steamship _Titanic_ they assume that the +committee, in reconsidering the matter in connection with the +suggestions already put before them by the board will have full regard +to this new situation, and the facts of the disaster so far as +ascertained. + +As you are doubtless aware, suggestions have been made in the House of +Commons and elsewhere to the effect that, in view of the loss of the +_Titanic_, action should be taken by the board of trade in regard to +certain questions other than those expressly dealt with in the +life-saving appliances rules, e.g., in regard to (1) steamship routes in +the North Atlantic; (2) the speed of steamers where there may be dangers +to navigation; and (3) the provision and use of searchlights on large +passenger steamers; and the board would be glad to know the committee's +views in regard to these, and any other suggestions which may have come +to their knowledge, intended to diminish the risk, or to mitigate the +effects of accidents to passenger vessels at sea. + +I am, etc., + +WALTER J. HOWELL. + +The SECRETARY, + +_Merchant Shipping Advisory Committee_. + + * * * * * + +BOARD OF TRADE, MARINE DEPARTMENT, + +_7 Whitehall Gardens, London, S. W., April 24, 1912_. + +SIR: With reference to previous correspondence between this department +and your committee respecting the revision of the statutory rules for +life-saving appliances on British ships, and particularly to the letter +from this department of April 16, in which you were informed that the +question of the proposed amendment of the rules so as to admit of decked +lifeboats being stowed one above another or one under an open lifeboat, +was under consideration, I am directed by the board of trade to state, +for the information of your committee, that the board of trade will be +glad if the committee will consider whether any, and if so what, +amendments of the rules, and in particular of the rule of April 19, +1910, and the rule of June 14, 1911, are, in their opinion, desirable +with the object of supplementing the boats immediately under davits by +as much additional boat accommodation as is practicable, having regard +to the new situation which has been created by the recent disaster to +the steamship _Titanic_. + +A plan illustrating the principle is being prepared so as to be in +readiness for your committee by Friday. + +I am, etc., + +WALTER J. HOWELL. + +The SECRETARY, + +_Merchant Shipping Advisory Committee_. + + * * * * * + +BOARD OF TRADE, MARINE DEPARTMENT, + +7, WHITEHALL GARDENS, + +_London, S. W., April 25, 1912_. + +SIR: With reference to previous correspondence respecting the proposed +revision of the statutory regulations as to boats and life-saving +appliances on ships, I am directed by the board of trade to state, for +the information of the merchant shipping advisory committee, that, apart +from the questions which have been raised regarding the boat +accommodation on vessels over 10,000 tons, it seems desirable to +consider whether the provision of boats and other life-saving appliances +required by the rules in the case of vessels under 10,000 tons is +satisfactory, or whether the rules or the boat scale should be altered +in respect of their application to such vessels; and the board would be +glad to be favored with the observations of the committee on this point +in addition to those that have already been referred to them. + +I am, etc., + +WALTER J. HOWELL. + +The SECRETARY, + +_Merchant Shipping Advisory Committee_. + + * * * * * + +To these letters the advisory committee sent the following answer: + + * * * * * + +MERCHANT SHIPPING ADVISORY COMMITTEE, + +7, WHITEHALL GARDENS, + +_London, S. W., April 27, 1912_. + +SIR: We are desired by the merchant shipping advisory committee to +inform you that your letters of the 16th, 20th, 24th, and 25th instant +were brought before the committee at a meeting held yesterday. + +The committee fully recognize that the proved impossibility of keeping +such a vessel as the _Titanic_ afloat after a collision with ice until +the arrival of outside succor has created an entirely new situation +which was neither in the contemplation of the board of trade nor of the +committee in the consideration of the extension of the existing boat +scale in regard to vessels of 10,000 tons and upward. + +In advising on such extension in July last, the committee aimed at +providing ample boat accommodation on large passenger vessels in +accordance with the principles that were adopted by the original +life-saving appliances committee, and which principles had apparently +been fully justified by many years of experience. It is with +satisfaction that the committee note that the board of trade, apart from +the new possibilities demonstrated by the loss of the _Titanic_, agreed +in the essentials with the recommendation of the committee. + +In face of the new facts, the committee at their meeting yesterday +reopened entirely the question of the revision of the boat scale for +large passenger vessels with a view of providing the maximum of +protection for the passengers and crew in the event of an overwhelming +disaster, whilst at the same time maintaining the principles in regard +to the stability and sea-going qualities of the ship itself, and to the +prompt and efficient handling of the boats carried under the existing +scale, which hitherto have proved not only essential to safety, but also +adequate for all ordinary emergencies. The questions involved are not +free from difficulty, but they will receive the immediate attention of +the committee. Pending their consideration, the committee note that +assurances have been received by the board of trade from representatives +of most of the large passenger lines to the effect that every effort +will be made to equip their vessels, at the earliest possible moment, +with boats and rafts sufficient to accommodate all persons on board. + +In regard to the recommendation forwarded with the committee's letter of +July 4 last, that the board of trade should, having regard to the +developments in ship building since the report of the committee of 1891 +on spacing and construction of water-tight bulkheads, review the +requirements designed to attain the standards at present enforced under +rule 12, the advisory committee note that the board of trade have under +consideration the appointment of a committee of equal standing to that +of the committee of 1891. In view of the great importance of this +question the advisory committee desire us respectfully to urge that such +a committee be appointed at as early a date as possible. + +The subject of the general revision of the statutory regulations as to +boats and life-saving appliances on all ships, which, apart from the +questions regarding the boat accommodation on vessels over 10,000 tons, +is for the first time referred to the advisory committee by the letter +of the 25th instant, together with the particular questions raised in +the letters of the 16th, 20th, and 24th instant, are also receiving the +immediate attention of the committee. + +At yesterday's meeting subcommittees were appointed to give immediate +consideration to the subjects requiring detailed examination. These +subcommittees will pursue their inquiries concurrently, and we are +desired by the advisory committee to inform you that their investigation +into the revision of the life-saving appliances rules will be proceeded +with as expeditiously as possible. + +We are, etc., + +NORMAN HILL, _Chairman_. + +R. W. MATTHEW, _Secretary_. + +Sir WALTER J. HOWELL, K. C. B., + +_Assistant Secretary Marine Department, + +Board of Trade_. + + * * * * * + +This letter was acknowledged by the board of trade on May 10, 1912, as +follows: + + * * * * * + +BOARD OF TRADE, MARINE DEPARTMENT, + +7, WHITEHALL GARDENS, + +_London, S. W., May 10, 1912_. + +SIR: I am directed by the board of trade to acknowledge the receipt of, +and to thank you for, your letter of April 27, stating that their +letters of April 16, 20, 24, and 25 have been considered by the merchant +shipping advisory committee. + +The board observes with satisfaction that, in view of the entirely new +situation which has arisen, the advisory committee have decided to +reopen the question of the revision of the table in the life-saving +appliances rules in so far as it governs the boat accommodation in +vessels over 10,000 tons gross. The board are further glad to observe +that the question of a general revision of the life-saving appliances +rules is also under consideration by the committee, and in this +connection they presume that, in considering the question of a general +revision of the rules including the table, the committee will consider +the principles on which the requirements as to boat accommodation should +be based, including, inter alia, whether the table should continue to be +based on tonnage. Any conclusion reached by the committee on this +question would naturally affect the revision of the present table as +applying to vessels of more than 10,000 tons, upon which the committee +has already been engaged. + +The board agree with the view expressed by the advisory committee that +the appointment of another committee on the spacing and construction of +water-tight bulkheads is desirable. Steps have already been taken by the +president to form such a committee, and he hopes to be able to announce +the names within a few days. A further communication on this point will +be addressed to the committee in the course of a few days. + +The board are glad to note that subcommittees have been appointed to +deal concurrently with the subjects requiring detailed consideration in +connection with the revision of the life-saving appliances rules. + +The board desire me to add that they assume that the committee, in +considering the matters referred to them, will have regard to all +important aspects of the question of life-saving appliances, whether +expressly dealt with in the statutory rules or not, and in particular to +the essential question of the adequacy of the provision for lowering and +manning the boats and rafts carried by vessels. + +I am, etc., +WALTER J. HOWELL. + + +The SECRETARY, + +_Merchant Shipping Advisory Committee, + +7, Whitehall Gardens, S. W._ + + * * * * * + +This finishes the history of the action of the board of trade in +relation to the provision of boat accommodation on emigrant ships. The +outstanding circumstance in it is the omission, during so many years, to +revise the rules of 1894 and this, I think, was blameable, +notwithstanding the excuse or explanation put forward by Sir Alfred +Chalmers. I am, however, doubtful whether even if the rules had been +revised the change would have been such as to have required boat +accommodation which would have increased the number of lives saved. +Having regard to the recommendations of the advisory committee, the +board of trade would probably not have felt justified in making rules +which would have required more boat accommodation than that with which +the _Titanic_ was actually provided; and it is not to be forgotten that +the _Titanic_ boat accommodation was utilized to less than two-thirds of +its capacity. These considerations, however, afford no excuse for the +delay of the board of trade. + +The gross tonnage of a vessel is not, in my opinion, a satisfactory +basis on which to calculate the provision of boat accommodation. +Hitherto, I believe, it has been accepted as the best basis by all +nations. But there seems much more to be said in favor of making the +number of lives carried the basis and for providing boat or raft +accommodation for all on board. Rule 12 of the life-saving appliances +rules of 1902, which deals with water-tight compartments and boat +accommodation, ought to be abolished. The provision of such compartments +is of supreme importance, but it is clear that it should not be sought +at the expense of a decrease in boat accommodation. When naval +architects have devised practical means for rendering ships unsinkable, +the question of boat accommodation may have to be reconsidered, but +until that time arrives boat accommodation should, where practicable, be +carried for all on board. This suggestion may be thought by some to be +extravagant. It has never been enforced in the mercantile marine of +Great Britain, nor as far as I know in that of any foreign nation. But +it appears, nevertheless, to be admitted by all that it is possible +without undue inconvenience or undue interference with commerce to +increase considerably in many cases the accommodation hitherto carried, +and it seems, therefore, reasonable that the law should require an +increase to be made. As far as foreign-going passenger and emigrant +steamships are concerned, I am of opinion that, unless justification be +shown for deviating from this course, such ships should carry boats or +rafts for all on board. + +With reference to the second branch of the complaint against the board +of trade, namely that their officials had failed to exercise due care in +the supervision of the vessel's plans and in the inspection of the work +done upon her, the charges broke down. Suggestions were made that the +board's requirements fell short of those of Lloyd's Registry; but no +evidence was forthcoming to support the suggestions. The investigation +of the charges took much time, but it only served to show that the +officials had discharged their duties carefully and well. + + +POWERS OF THE BOARD OF TRADE AS REGARDS THE SUPERVISION OF DESIGNS OF +VESSELS. + +The _Titanic_ was efficiently designed and constructed to meet the +contingencies which she was intended to meet. + +The bulkheads were of ample strength. They were sufficiently closely +spaced and were carried up in the vessel to a height greater than +sufficient to meet the requirements of the 1891 bulkheads committee. + +But I am advised that the ship could have been further subdivided so +that she would probably have remained afloat longer than she did. The +board of trade have, however, apparently no power to exercise any real +supervision in the matter of subdivision. All they have express power to +insist upon in this connection with respect to any steam vessel is that +there shall be four water-tight bulkheads--a provision quite inadequate +for safety in a collision damaging the vessel abaft the collision +bulkhead. They can also, if invited by the shipowner (but not +otherwise), exercise supervision under rule 12. This supervision, I am +told, they have been invited to exercise in only 103 cases over a period +of 18 years. In 69 of these cases the board have expressed their +satisfaction with the subdivision provided. It seems to me that the +board should be empowered to require the production of the designs of +all passenger steamers at an early period of their construction and to +direct such alterations as may appear to them to be necessary and +practicable for the purpose of securing proper water-tight subdivision. + + + + +VII. FINDING OF THE COURT. + + +It is now convenient to answer the 26 questions submitted by the board +of trade. + +1. When the _Titanic_ left Queenstown on or about April 11 last: (_a_) +What was the total number of persons employed in any capacity on board +her, and what were their respective ratings? (_b_) What was the total +number of her passengers, distinguishing sexes and classes, and +discriminating between adults and children? + +Answer. (_a_) The total number of persons employed in any capacity on +board the _Titanic_ was 885. + +The respective ratings of these persons were as follows: + + Deck department 66 + Engine department 325 + Victualing department 494 + --- + 885 + +N. B.--The eight bandsmen are not included in this number, as their +names appear in the second class passenger list. + +(_b_) The total number of passengers was 1,316. Of these: + + ------------------+---------+----------+-------- + | Male. | Female. | Total. + ------------------+---------+----------+-------- + First class | 180 | 145 | 325 + Second class | 179 | 106 | 285 + Third class | 510 | 196 | 706 + | | +-------- + | | | 1,316 + ------------------+---------+----------+-------- + +Of the above, 6 children were in the first class, 24 in the second class +and 79 in the third class. Total, 109. + +2. Before leaving Queenstown on or about April 11 last did the _Titanic_ +comply with the requirements of the merchant shipping acts, 1894-1906, +and the rules and regulations made thereunder with regard to the safety +and otherwise of "passenger steamers" and "emigrant ships?" + +Answer. Yes. + +3. In the actual design and construction of the _Titanic_ what special +provisions were made for the safety of the vessel and the lives of those +on board in the event of collisions and other casualties? + +Answer. These have been already described. + +4. (_a_) Was the _Titanic_ sufficiently and efficiently officered and +manned? (_b_) Were the watches of the officers and crew usual and +proper? (_c_) Was the _Titanic_ supplied with proper charts? + +Answer. (_a_) Yes. (_b_) Yes. (_c_) Yes. + +5. (_a_) What was the number of the boats of any kind on board the +_Titanic_? (_b_) Were the arrangements for manning and launching the +boats on board the _Titanic_ in case of emergency proper and sufficient? +(_c_) Had a boat drill been held on board, and if so, when? (_d_) What +was the carrying capacity of the respective boats? + +Answer. (_a_) 2 Emergency boats, 14 lifeboats, 4 Engelhardt boats. (_b_) +No, but see page 38. (_c_) No. (_d_) The carrying capacity of the 2 +emergency boats was for 80 persons; 14 lifeboats was for 910 persons; 4 +Engelhardt boats was for 188 persons; or a total of 1,178 persons. + +6. (_a_) What installations for receiving and transmitting messages by +wireless telegraphy were on board the _Titanic_? (_b_) How many +operators were employed on working such installations? (_c_) Were the +installations in good and effective working order, and were the number +of operators sufficient to enable messages to be received and +transmitted continuously by day and night? + +Answer. (_a_) A Marconi 5-kilowatt motor generator with two complete +sets of apparatus supplied from the ship's dynamos, with an independent +storage battery and coil for emergency, was fitted in a house on the +boat deck. (_b_) Two. (_c_) Yes. + +7. (_a_) At or prior to the sailing of the _Titanic_ what, if any, +instructions as to navigation were given to the master or known by him +to apply to her voyage? (_b_) Were such instructions, if any, safe, +proper, and adequate, having regard to the time of year and dangers +likely to be encountered during the voyage? + +Answer. (_a_) No special instructions were given, but he had general +instructions contained in the book of Rules and Regulations supplied by +the company. (See p. 24.) (_b_) Yes, but having regard to subsequent +events they would have been better if a reference had been made to the +course to be adopted in the event of reaching the region of ice. + +8. (_a_) What was in fact the track taken by the _Titanic_ in crossing +the Atlantic Ocean? (_b_) Did she keep to the track usually followed by +liners on voyages from the United Kingdom to New York in the month of +April? (_c_) Are such tracks safe tracks at that time of the year? (_d_) +Had the master any, and if so, what discretion as regards the track to +be taken? + +Answer. (_a_) The outward southern track from Queenstown to New York, +usually followed in April by large steam vessels. (See page 24.) (_b_) +Yes, with the exception that instead of altering her course on +approaching the position 42 deg. N. 47 deg. W., she stood on on her previous +course for some 10 miles farther southwest, turning to S. 86 deg. W. true at +5.50 p.m. (_c_) The outward and homeward bound southern tracks were +decided on as the outcome of many years' experience of the normal +movement of ice. They were reasonably safe tracks for the time of year, +provided, of course, that great caution and vigilance when crossing the +ice region were observed. (_d_) Yes. Capt. Smith was not fettered by any +orders to remain on the track should information as to the position of +ice make it, in his opinion, undesirable to adhere to it. The fact, +however, of lane routes having been laid down for the common safety of +all would necessarily influence him to keep on (or very near) the +accepted route, unless circumstances as indicated above should induce +him to deviate largely from it. + +9. (_a_) After leaving Queenstown on or about the 11th April last, did +information reach the _Titanic_ by wireless messages or otherwise by +signals of the existence of ice in certain latitudes? (_b_) If so, what +were such messages or signals and when were they received, and in what +position or positions was the ice reported to be, and was the ice +reported in or near the track actually being followed by the _Titanic_? +(_c_) Was her course altered in consequence of receiving such +information, and, if so, in what way? (_d_) What replies to such +messages or signals did the _Titanic_ send, and at what times? + +Answer. (_a_) Yes. (_b_) See particulars of ice messages already set out +(pp. 26-28). (_c_) No; her course was altered as hereinbefore described, +but not in consequence of the information received as to ice. (_d_) The +material answers were-- + +At 12.55 p.m. steamship _Titanic_: + + * * * * * + +To COMMANDER, _Baltic_. + +Thanks for your message and good wishes. Had fine weather since leaving. + +SMITH. + + * * * * * + +At 1.26 p.m. steamship _Titanic_: + + * * * * * + +To CAPTAIN, _Caronia_. + +Thanks for message and information. Have had variable weather +throughout. + +SMITH. + + * * * * * + +10. (_a_) If at the times referred to in the last preceding question or +later the _Titanic_ was warned of or had reason to suppose she would +encounter ice, at what time might she have reasonably expected to +encounter it? (_b_) Was a good and proper lookout for ice kept on board? +(_c_) Were any, and, if so, what, directions given to vary the speed--if +so, were they carried out? + +Answer. (_a_) At, or even before, 9.30 p.m. ship's time, on the night of +the disaster. (_b_) No. The men in the crow's nest were warned at 9.30 +p.m. to keep a sharp lookout for ice; the officer of the watch was then +aware that he had reached the reported ice region, and so also was the +officer who relieved him at 10 p.m. Without implying that those actually +on duty were not keeping a good lookout, in view of the night being +moonless, there being no wind and perhaps very little swell, and +especially in view of the high speed at which the vessel was running, it +is not considered that the lookout was sufficient. An extra lookout +should, under the circumstances, have been placed at the stemhead, and a +sharp lookout should have been kept from both sides of the bridge by an +officer. (_c_) No directions were given to reduce speed. + +11. (_a_) Were binoculars provided for and used by the lookout men? +(_b_) Is the use of them necessary or usual in such circumstances? (_c_) +Had the _Titanic_ the means of throwing searchlights around her? (_d_) +If so, did she make use of them to discover ice? (_e_) Should +searchlights have been provided and used? + +Answer. (_a_) No. (_b_) No. (_c_) No. (_d_) No. (_e_) No; but +searchlights may at times be of service. The evidence before the court +does not allow of a more precise answer. + +12. (_a_) What other precautions were taken by the _Titanic_ in +anticipation of meeting ice? (_b_) Were they such as are usually adopted +by vessels being navigated in waters where ice may be expected to be +encountered? + +Answer. (_a_) Special orders were given to the men in the crow's nest to +keep a sharp lookout for ice, particularly small ice and growlers. The +fore-scuttle hatch was closed to keep everything dark before the bridge. +(_b_) Yes; though there is evidence to show that some masters would have +placed a lookout at the stemhead of the ship. + +13. (_a_) Was ice seen and reported by anybody on board the _Titanic_ +before the casualty occurred? (_b_) If so, what measures were taken by +the officer on watch to avoid it? (_c_) Were they proper measures and +were they promptly taken? + +Answer. (_a_) Yes; immediately before the collision. (_b_) The helm was +put hard astarboard and the engines were stopped and put full speed +astern. (_c_) Yes. + +14. (_a_) What was the speed of the _Titanic_ shortly before and at the +moment of the casualty? (_b_) Was such speed excessive under the +circumstances? + +Answer. (_a_) About 22 knots. (_b_) Yes. + +15. (_a_) What was the nature of the casualty which happened to the +_Titanic_ at or about 11.45 p.m. on April 14 last? (_b_) In what +latitude and longitude did the casualty occur? + +Answer. (_a_) A collision with an iceberg which pierced the starboard +side of the vessel in several places below the water line between the +forepeak tank and No. 4 boiler room. (_b_) In latitude 41 deg. 46' N., +longitude 50 deg. 14' W. + +16. (_a_) What steps were taken immediately on the happening of the +casualty? (_b_) How long after the casualty was its seriousness realized +by those in charge of the vessel (_c_) What steps were then taken? +(_d_) What endeavors were made to save the lives of those on board, and +to prevent the vessel from sinking? + +Answer. (_a_) The 12 water-tight doors in the engine and boiler rooms +were closed from the bridge, some of the boiler fires were drawn, and +the bilge pumps abaft No. 6 boiler room were started. (_b_) About 15 to +20 minutes. (_c_) and (_d_) The boats were ordered to be cleared away. +The passengers were roused and orders given to get them on deck, and +life belts were served out. Some of the water-tight doors, other than +those in the boiler and engine rooms, were closed. Marconigrams were +sent out asking for help. Distress signals (rockets) were fired, and +attempts were made to call up by Morse a ship whose lights were seen. +Eighteen of the boats were swung out and lowered, and the remaining two +floated off the ship and were subsequently utilized as rafts. + +17. Was proper discipline maintained on board after the casualty +occurred? + +Answer. Yes. + +18. (_a_) What messages for assistance were sent by the _Titanic_ after +the casualty, and at what times respectively? (_b_) What messages were +received by her in response, and at what times respectively? (_c_) By +what vessels were the messages that were sent by the _Titanic_ received, +and from what vessels did she receive answers? (_d_) What vessels other +than the _Titanic_ sent or received messages at or shortly after the +casualty in connection with such casualty? (_e_) What were the vessels +that sent or received such messages? (_f_) Were any vessels prevented +from going to the assistance of the _Titanic_ or her boats owing to +messages received from the _Titanic_ or owing to any erroneous messages +being sent or received? (_g_) In regard to such erroneous messages, from +what vessels were they sent and by what vessels were they received, and +at what times respectively? + +(_a_) (_b_) (_c_) (_d_) and (_e_) are answered together. (_f_) Several +vessels did not go, owing to their distance. (_g_) There were no +erroneous messages. + + -----------+---------------+----------------------------------------------- + New York | Titanic time | + time. |(approximated).| Communications. + -----------+---------------+----------------------------------------------- + 10.25 p. m.| 12.15 a. m. | La Provence receives Titanic distress signals. + | | + Do | do | Mount Temple heard Titanic sending CQD. + | | Says require assistance. Gives + | | position. Can not hear me. Advise + | | my captain his position 41.46 N., + | | 50.24 W. + | | + Do | do | Cape Race hears Titanic giving position + | | on CQD. 41.44 N., 50.24 W. + | | + 10.28 p. m.| 12.18 a. m. | Ypiranga hears CQD. from Titanic. Titanic + | | gives CQD. here. Position 41.44 N., + | | 50.24 W. Require assistance (calls + | | about 10 times). + | | + 10.35 p. m.| 12.25 a. m. | CQD. call received from Titanic by Carpathia. + | | Titanic said, "Come at once. We have + | | struck a berg. It's a CQD. OM. Position + | | 41.46 N., 50.14 W." + | | + Do | do | Cape Race hears M. G. Y. (Titanic) give + | | corrected position 41.46 N., 50.14 W. + | | Calling him; no answer. + | | + 10.36 p. m.| 12.25 a. m. | M. G. Y. (Titanic) says CQD. Here corrected + | | position 41.46 N., 50.14 W. + | | Require immediate assistance. We have + | | collision with iceberg. Sinking. + | | Can nothing hear for noise of steam. + | | Sent about 15 to 20 times to Ypiranga. + | | + 10.37 p. m.| 12.27 a. m. | Titanic sends following: "I require + | | assistance immediately. Struck by iceberg + | | in 41.46 N., 50.14 W." + | | + 10.40 p. m.| 12.30 a. m. | Titanic gives his position to Frankfurt, + | | and says, "Tell your captain to come + | | to our help. We are on the ice." + | | + Do | do | Caronia sent CQ message to M. B. C. (Baltic) + | | and CQD: M. G. Y. (Titanic) struck + | | iceberg, require immediate assistance. + | | + Do | | Mount Temple hears M. G. Y. (Titanic) still + | | calling CQD. Our captain reverses + | | ship. We are about 50 miles off. + | | + 10.46 p. m.| 12.36 a. m. | D. K. F. (Prinz Friedrich Wilhelm) calls + | | M. G. Y. (Titanic) and gives position + | | at 12 a. m. 39.47 N., 50.10 W. M. G. Y. + | | (Titanic) says, "Are you coming to our?" + | | D. F. T. (Frankfurt) says, "What is the + | | matter with u?" M. G. Y. (Titanic) "We have + | | collision with iceberg. Sinking. Please + | | tell captain to come." D. F. T. + | | (Frankfurt) says, "O. K. will tell." + | | + 10.48 p. m.| 12.38 a. m. | Mount Temple hears Frankfurt give M. G. Y. + | | (Titanic) his position, 39.47 N., 52.10 W. + 10.55 p. m.| 12.45 a. m. | Titanic calls Olympic SOS. + | | + 11 p. m. | 12.50 a. m. | Titanic calls CQD. and says, "I + | | require immediate assistance. Position + | | 41.46 N., 50.14 W." Received by Celtic. + 11.03 p. m.| 12.53 a. m. | Caronia to M. B. C. (Baltic) and SOS., + | | M. G. Y.(Titanic) CQD. in 41.46 N., + | | 50.14 W. Wants immediate assistance." + | | + 11.10 p. m.| 1 a. m. | M. G. Y. gives distress signal. D. D. C. + | | replies. M. G. Y.'s position 41.46 N., + | | 50.14 W. Assistance from D. D. C. not + | | necessary, as M. K. C. shortly + | | afterwards answers distress call. + | | + Do. | do. | Titanic replies to Olympic, and gives + | | his position as 41.46 N., 50.14 W., and + | | says, "We have struck an iceberg." + | | + 11.12 p. m.| 1.02 a. m. | Titanic calls Asian and said, "Want + | | immediate assistance." Asian answered + | | at once and received Titanic's position + | | as 41.46 N., 50.14 W., which he immediately + | | takes to the bridge. Captain instructs + | | operator to have Titanic's position repeated. + | | + Do. | do. | Virginian calls Titanic, but gets no response. + | | Cape Race tells Virginian to report to his + | | captain the Titanic has struck iceberg + | | and requires immediate assistance. + | | + 11.20 p. m.| 1.10 a. m. | Titanic to M. K. C. (Olympic), "We are in + | | collision with berg. Sinking head + | | down; 41.46 N., 50.14 W. Come soon + | | as possible." + | | + Do. | do. | Titanic to M. K. C. (Olympic), captain says, + | | "Get your boats ready. What is + | | your position?" + | | + 11.25 p. m.| 1.15 a. m. | Baltic to Caronia, "Please tell Titanic + | | we are making toward her." + | | + 11.30 p. m.| 1.20 a. m. | Virginian hears M. C. E. (Cape Race) inform + | | M. G. Y. (Titanic) "that we are going to + | | his assistance. Our position 170 miles + | | north of Titanic." + | | + 11.35 p. m.| 1.25 a. m. | Caronia tells Titanic, "Baltic coming + | | to your assistance." + | | + Do. | do. | Olympic sends position to Titanic 4.24 + | | a. m. GMT. 40.52 N., 61.18 W. + | | "Are you steering southerly to meet us?" + | | Titanic replies, "We are putting + | | the women off in the boats." + | | + Do. | do. | Titanic and Olympic work together. + | | + 11.37 p. m.| 1.27 a. m. | M. G. Y. (Titanic) says, "We are putting + | | the women off in the boats." + | | + 11.40 p. m.| 1.30 a. m. | Titanic tells Olympic, "We are putting + | | passengers off in small boats." + | | + 11.45 p. m.| 1.35 a. m. | Olympic asks Titanic what weather he had. + | | Titanic replies, "Clear and calm." + | | + Do. | do. | Baltic hears Titanic say "Engine room + | | getting flooded." + | | + Do. | do. | Mount Temple hears DFT. (Frankfurt) ask + | | "Are there any boats around + | | you already." No reply. + | | + 11.47 p. m.| 1.37 a. m. | Baltic tells Titanic, "We are rushing + | | to you." + | | + 11.50 p. m.| 1.40 a. m. | Olympic to Titanic, "Am lighting up + | | all possible boilers as fast as can." + | | + Do. | do. | Cape Race says to Virginian: "Please + | | tell your captain this: 'The Olympic + | | is making all speed for Titanic, but + | | his (Olympic's) position is 40.32 N., + | | 61.18 W. You are much nearer to Titanic. + | | The Titanic is already putting women off + | | in the boats, and he says the weather + | | there is calm and clear.' The Olympic is + | | the only ship we have heard say, 'Going to + | | the assistance of the Titanic. The others + | | must be a long way from the Titanic.'" + | | + 11.55 p. m.| 1.45 a. m. | Last signals heard from Titanic by + | | Carpathia, "Engine-room full up to + | | boilers." + | | + Do. | do. | Mount Temple hears DFT. (Frankfurt) + | | calling MGY. (Titanic). No reply. + | | + 11.57 p. m.| 1.47 a. m. | Caronia hears MGY. (Titanic), + | | though signals unreadable still. + | | + 11.58 p. m.| 1.48 a. m. | Asian heard Titanic call SOS. Asian + | | answers Titanic but receives no + | | answer. + | | + Midnight. | 1.50 a. m. | Caronia hears Frankfurt working to + | | Titanic. Frankfurt according to position + | | 172 miles from MGY. (Titanic) at time + | | first SOS. sent out. + | | + 12.05 a. m.| 1.55 a. m. | Cape Race says to Virginian "We have not + | | heard Titanic for about half + | | an hour. His power may be gone." + | | + 12.10 a. m.| 2 a. m. | Virginian hears Titanic calling very + | | faintly, his power being very greatly + | | reduced. + | | + 12.20 a. m.| 2.10 a. m. | Virginian hears 2 v's signaled faintly + | | in spark similar to Titanic's, probably + | | adjusting spark. + | | + 12.27 a. m.| 2.17 a. m. | Virginian hears Titanic call CQ, but unable + | | to read him. Titanic's signals end very + | | abruptly, as power suddenly switched off. + | | His spark rather blurred or ragged. Called + | | MGY. (Titanic) and suggested he should try + | | emergency set, but heard no response. + | | + 12.30 a. m.| 2.20 a. m. | Olympic, his sigs. strong, asked him if he + | | had heard anything about MGY. (Titanic). He + | | says, "No. Keeping strict watch, but hear + | | nothing more from MGY. (Titanic)." No reply + | | from him. + | | + 12.52 a. m.| | This was the official time the Titanic + | | foundered 41.46 N., 50.14 W., as given + | | by the Carpathia in message to the Olympic; + | | about 2.20 a. m. + | | + 1.15 a. m.| | Virginian exchanges signals Baltic. He + | | tries send us MSG. for MGY. (Titanic), + | | but his signals died utterly away. + | | + 1.25 a. m.| | Mount Temple hears MPA. (Carpathia) send, + | | "If you are there we are firing rockets." + | | + 1.35 a. m.| | Baltic sent 1 MSG, to Virginian for Titanic. + | | + 1.40 a. m.| | MPA. (Carpathia) calling MGY. (Titanic). + | | + 1.58 a. m.| | SBA. (Birma) thinks he hears Titanic so + | | sends, "Steaming full speed for you. Shall + | | arrive you 6 in morning. Hope you are + | | safe. We are only 50 miles now." + | | + 2 a. m. | | MPA. (Carpathia) calling MGY. (Titanic). + | | + Do. | | Have not heard Titanic since 11.50 p. m. + | | Received from Ypiranga. + | | + 2.28 a. m.| | La Provence to Celtic, "Nobody has heard the + | | Titanic for about 2 hours." + | | + 3.24 a. m.| | SBA. (Birma) says we are 30 miles S. W. off + | | Titanic. + | | + 3.36 a. m.| | Celtic sends message to Caronia for the + | | Titanic. Caronia after trying for two + | | hours to get through to the Titanic tells + | | the Celtic impossible to clear his message + | | to Titanic. Celtic then cancels message. + 3.45 a. m. | | Californian exchanges signals with MLQ. + | | (Mount Temple). He gave position + | | of Titanic. + | | + 4.10 a. m. | | Californian receives MSG. from MGN. + | | (Virginian). + | | + 5.5 a. m. | | Baltic signals MPA. (Carpathia). + | | + 5.40 a. m. | | Parisian hears weak signals from MPA. + | | (Carpathia) or some station saying + | | Titanic struck iceberg. Carpathia + | | has passengers from lifeboats. + | | + Do. | | Olympic Tr Asian, with German oil tank + | | in tow for Halifax asked what + | | news of MGY. (Titanic). Sends + | | service later saying heard MGY. (Titanic) + | | _v._ faint wkg. C. Race up to 10 p. m., + | | local time. Finished calling SOS. + | | midnight. + | | + 6.5 a. m. | | Parisian exchanges TRs Virginian O. K. nil. + | | Informed Capt. Haines what I heard passing + | | between ships regarding Titanic, and he + | | decided not to return as M. P. A. + | | (Carpathia) was there, and Californian + | | was 50 miles astern of us, but requested + | | me to stand by in case required. + | | + 6.45 a. m. | | Mount Temple hears M. P. A. (Carpathia) + | | report rescued 20 boat loads. + | | + 7.7 a. m. | | Baltic sends following to Carpathia: "Can + | | I be of any assistance to you as + | | regards taking some of the passengers + | | from you? Will be in position about 4.30. + | | Let me know if you alter your position." + | | + 7.10 a. m. | | Baltic in communication with M. P. A. + | | (Carpathia). Exchanged traffic _re_ + | | passengers, and get instructions to + | | proceed to Liverpool. + | | + 7.15 a. m. | | Baltic turns round for Liverpool, having + | | steamed 134 miles W. toward Titanic. + | | + 7.40 a. m. | | Mount Temple hears M. P. A. (Carpathia) + | | call CQ. and say, "No need to std. bi + | | him. Advise my captain, who has been + | | cruising round the icefield + | | with no result. Ship reversed." + | | + 7.45 a. m. | | Olympic sent M. S. G. to owners, New + | | York via Sable Island, saying + | | "Have not communicated with Titanic + | | since midnight." + | | + 7.55 a. m. | | Carpathia replies to Baltic, "Am + | | proceeding to Halifax or New York + | | full speed. You had better proceed to + | | Liverpool. Have about 800 passengers + | | on board." + | | + 8 a. m. | | Carpathia to Virginian: "We are leaving + | | here with all on board about 800 + | | passengers. Please return to your + | | northern course." + -----------+---------------+-------------------------------------------- + +19. (_a_) Was the apparatus for lowering the boats on the _Titanic_ at +the time of the casualty in good working order? (_b_) Were the boats +swung out, filled, lowered, or otherwise put into the water and got away +under proper superintendence? (_c_) Were the boats sent away in +seaworthy condition and properly manned, equipped, and provisioned? +(_d_) Did the boats, whether those under davits or otherwise, prove to +be efficient and serviceable for the purpose of saving life? + +Answer. (_a_) Yes. (_b_) Yes. (_c_) The 14 lifeboats, 2 emergency boats, +and C and D collapsible boats were sent away in a seaworthy condition, +but some of them were possibly undermanned. The evidence on this point +was unsatisfactory. The total number of crew taken on board the +_Carpathia_ exceeded the number which would be required for manning the +boats. The collapsible boats A and B appear to have floated off the ship +at the time she foundered. The necessary equipment and provisions for +the boats were carried in the ship, but some of the boats, nevertheless, +left without having their full equipment in them. (_d_) Yes. + +20. (_a_) What was the number of (_a_) passengers, (_b_) crew taken away +in each boat on leaving the vessel? (_b_) How was this number made up, +having regard to (1) sex, (2) class, and (3) rating? (_c_) How many were +children and how many adults? (_d_) Did each boat carry its full load +and, if not, why not? + +Answer. (_a_) (_b_) (_c_) It is impossible exactly to say how many +persons were carried in each boat or what was their sex, class, and +rating, as the totals given in evidence do not correspond with the +numbers taken on board the _Carpathia_. The boats eventually contained +in all 712 persons, made up as shown in the answer to question 21. (_d_) +No. At least 8 boats did not carry their full loads for the following +reasons: (1) Many people did not realize the danger or care to leave the +ship at first. (2) Some boats were ordered to be lowered with an idea +of their coming around to the gangway doors to complete loading. (3) The +officers were not certain of the strength and capacity of the boats in +all cases (and see p. 39). + +21. (_a_) How many persons on board the _Titanic_ at the time of the +casualty were ultimately rescued and by what means? (_b_) How many lost +their lives prior to the arrival of the steamship _Carpathia_ in New +York? (_c_) What was the number of passengers, distinguishing between +men and women and adults and children of the first, second, and third +classes, respectively, who were saved? (_d_) What was the number of the +crew, discriminating their ratings and sex, that were saved? (_e_) What +is the proportion which each of these numbers bears to the corresponding +total number on board immediately before the casualty? (_f_) What reason +is there for the disproportion, if any? + +Answer. (_a_) Seven hundred and twelve, rescued by _Carpathia_ from the +boats. (_b_) One. (_c_) (_d_) and (_e_) are answered together. + +The following is a list of the saved: + + First class: + Adult males 57 out of 175, or 32.57 per cent. + Adult females 140 out of 144, or 97.22 per cent. + Male children (all saved) 5 + Female children (all saved) 1 + ---- + 203 out of 325, or 62.46 per cent. + ==== + Second class: + Adult males 14 out of 168, or 8.33 per cent. + Adult females 80 out of 93, or 86.02 per cent. + Male children (all saved) 11 + Female children (all saved) 13 + --- + 118 out of 285, or 41.40 per cent. + ==== + Third class: + Adult males 75 out of 462, or 16.23 per cent. + Adult females 76 out of 165, or 46.06 per cent. + Male children 13 out of 48, or 27.08 per cent. + Female children 14 out of 31, or 45.16 per cent. + --- + 178 out of 706, or 25.21 per cent. + ==== + + Total passengers 499 out of 1,316, or 37.94 per cent. + ==== + Crew saved: + Deck department 43 out of 66, or 65.15 per cent. + Engine-room department 72 out of 325, or 22.15 per cent. + Victualing department 97 out of 494, or 19.63 per cent. + Including women 20 out of 23, or 86.95 per cent. + --- + 212 out of 885, or 23.95 per cent. + ==== + + Total on board saved 711 out of 2,201, or 32.30 per cent. + +(_f_) The disproportion between the numbers of the passengers saved in +the first, second, and third classes is due to various causes, among +which the difference in the position of their quarters and the fact that +many of the third-class passengers were foreigners, are perhaps the most +important. Of the Irish emigrants in the third class a large proportion +was saved. The disproportion was certainly not due to any discrimination +by the officers or crew in assisting the passengers to the boats. The +disproportion between the numbers of the passengers and crew saved is +due to the fact that the crew, for the most part, all attended to their +duties to the last, and until all the boats were gone. + +22. What happened to the vessel from the happening of the casualty until +she foundered? + +Answer. A detailed description has already been given (see pp. 32-34). + +23. Where and at what time did the _Titanic_ founder? + +Answer. Two twenty a. m. (ship's time) April 15. Latitude 41 deg. 46' N., +longitude 50 deg. 14' W. + +24. (_a_) What was the cause of the loss of the _Titanic_ and of the +loss of life which thereby ensued or occurred? (_b_) What vessels had +the opportunity of rendering assistance to the _Titanic_ and, if any, +how was it that assistance did not reach the _Titanic_ before the +steamship _Carpathia_ arrived? (_c_) Was the construction of the vessel +and its arrangements such as to make it difficult for any class of +passenger or any portion of the crew to take full advantage of any of +the existing provisions for safety? + +Answer. (_a_) Collision with an iceberg and the subsequent foundering of +the ship. (_b_) The _Californian_. She could have reached the _Titanic_ +if she had made the attempt when she saw the first rocket. She made no +attempt. (_c_) No. + +25. When the _Titanic_ left Queenstown on or about April 11 last was she +properly constructed and adequately equipped as a passenger steamer and +emigrant ship for the Atlantic service? + +Answer. Yes. + +26. The court is invited to report upon the rules and regulations made +under the merchant shipping acts, 1894-1906, and the administration of +those acts and of such rules and regulations, so far as the +consideration thereof is material to this casualty, and to make any +recommendations or suggestions that it may think fit, having regard to +the circumstances of the casualty, with a view to promoting the safety +of vessels and persons at sea. + +Answer. An account of the board of trade's administration has already +been given and certain recommendations are subsequently made. + + + + +VIII. RECOMMENDATIONS. + + +The following recommendations are made. They refer to foreign-going +passenger and emigrant steamships: + + +WATER-TIGHT SUBDIVISION. + +1. That the newly appointed bulkhead committee should inquire and +report, among other matters, on the desirability and practicability of +providing ships with (_a_) a double skin carried up above the water +line, or, as an alternative, with (_b_) a longitudinal, vertical, +water-tight bulkhead on each side of the ship, extending as far forward +and aft as convenient, or (_c_) with a combination of (_a_) and (_b_). +Any one of the three (_a_), (_b_), and (_c_) to be in addition to +water-tight transverse bulkheads. + +2. That the committee should also inquire and report as to the +desirability and practicability of fitting ships with (_a_) a deck or +decks at a convenient distance or distances above the water line which +shall be water-tight throughout a part or the whole of the ship's +length; and should in this connection report upon (_b_) the means by +which the necessary openings in such deck or decks should be made +water-tight, whether by water-tight doors or water-tight trunks or by +any other and what means. + +3. That the committee should consider and report generally on the +practicability of increasing the protection given by subdivision, the +object being to secure that the ship shall remain afloat with the +greatest practicable proportion of her length in free communication with +the sea. + +4. That when the committee has reported upon the matters before +mentioned, the board of trade should take the report into their +consideration and to the extent to which they approve of it should seek +statutory powers to enforce it in all newly built ships, but with a +discretion to relax the requirements in special cases where it may seem +right to them to do so. + +5. That the board of trade should be empowered by the legislature to +require the production of the designs and specifications of all ships in +their early stages of construction and to direct such amendments of the +same as may be thought necessary and practicable for the safety of life +at sea in ships. (This should apply to all passenger-carrying ships.) + + +LIFEBOATS AND RAFTS. + +6. That the provision of lifeboat and raft accommodation on board such +ships should be based on the number of persons intended to be carried in +the ship and not upon tonnage. + +7. That the question of such accommodation should be treated +independently of the question of the subdivision of the ship into +water-tight compartments. (This involves the abolition of rule 12 of the +Life Saving Appliances Rules of 1902.) + +8. That the accommodation should be sufficient for all persons on board +with, however, the qualification that in special cases where, in the +opinion of the board of trade, such provision is impracticable, the +requirements may be modified as the board may think right. (In order to +give effect to this recommendation changes may be necessary in the sizes +and types of boats to be carried and in the method of stowing and +floating them. It may also be necessary to set apart one or more of the +boat decks exclusively for carrying boats and drilling the crew, and to +consider the distribution of decks in relation to the passengers' +quarters. These, however, are matters of detail to be settled with +reference to the particular circumstance affecting the ship.) + +9. That all boats should be fitted with a protective continuous fender, +to lessen the risk of damage when being lowered in a seaway. + +10. That the board of trade should be empowered to direct that one or +more of the boats be fitted with some form of mechanical propulsion. + +11. That there should be a board of trade regulation requiring all boat +equipment (under secs. 5 and 6, p. 15, of the rules, dated February, +1902, made by the board of trade under sec. 427, merchant shipping act, +1894) to be in the boats as soon as the ship leaves harbor. The sections +quoted above should be amended so as to provide also that all boats and +rafts should carry lamps and pyrotechnic lights for purposes of +signaling. All boats should be provided with compasses and provisions, +and should be very distinctly marked in such a way as to indicate +plainly the number of adult persons each boat can carry when being +lowered. + +12. That the board of trade inspection of boats and life-saving +appliances should be of a more searching character than hitherto. + + +MANNING THE BOATS AND BOAT DRILLS. + +13. That in cases where the deck hands are not sufficient to man the +boats enough other members of the crew should be men trained in boat +work to make up the deficiency. These men should be required to pass a +test in boat work. + +14. That in view of the necessity of having on board men trained in boat +work, steps should be taken to encourage the training of boys for the +merchant service. + +15. That the operation of section 115 and section 134 (_a_) of the +merchant shipping act, 1894, should be examined, with a view to amending +the same so as to secure greater continuity of service than hitherto. + +16. That the men who are to man the boats should have more frequent +drills than hitherto. That in all ships a boat drill, a fire drill, and +a water-tight door drill should be held as soon as possible after +leaving the original port of departure and at convenient intervals of +not less than once a week during the voyage. Such drills to be recorded +in the official log. + +17. That the board of trade should be satisfied in each case before the +ship leaves port that a scheme has been devised and communicated to each +officer of the ship for securing an efficient working of the boats. + + +GENERAL. + +18. That every man taking a lookout in such ships should undergo a sight +test at reasonable intervals. + +19. That in all such ships a police system should be organized so as to +secure obedience to orders, and proper control and guidance of all on +board in times of emergency. + +20. That in all such ships there should be an installation of wireless +telegraphy, and that such installation should be worked with a +sufficient number of trained operators to secure a continuous service by +night and day. In this connection regard should be had to the +resolutions of the International Conference on Wireless Telegraphy +recently held under the presidency of Sir H. Babington Smith. That where +practicable a silent chamber for "receiving" messages should form part +of the installation. + +21. That instruction should be given in all steamship companies' +regulations that when ice is reported in or near the track the ship +should proceed in the dark hours at a moderate speed or alter her course +so as to go well clear of the danger zone. + +22. That the attention of masters of vessels should be drawn by the +board of trade to the effect that under the maritime conventions act, +1911, it is a misdemeanor not to go to the relief of a vessel in +distress when possible to do so. + +23. That the same protection as to the safety of life in the event of +casualty which is afforded to emigrant ships by means of supervision and +inspection should be extended to all foreign-going passenger ships. + +24. That (unless already done) steps should be taken to call an +international conference to consider and as far as possible to agree +upon a common line of conduct in respect of (_a_) the subdivision of +ships; (_b_) the provision and working of life-saving appliances; (_c_) +the installation of wireless telegraphy and the method of working the +same; (_d_) the reduction of speed or the alteration of course in the +vicinity of ice; and (_e_) the use of searchlights. + +MERSEY, + +_Wreck Commissioner_. + +We concur. + +ARTHUR GOUGH-CALTHORPE, + +A. W. CLARKE, + +F. C. A. LYON, + +J. H. BILES, + +EDWARD C. CHASTON, + +_Assessors_. + +JULY 30, 1912. + + +FOOTNOTES: + +[1] There was another water-tight door at the after end of the +water-tight passage through the bunker immediately aft of D bulkhead. +This door and the one on the D bulkhead formed a double protection to +the forward boiler room. + +[2] The water-tight doors for these bulkheads were not on them, but were +at the end of a water-tight passage (about 9 feet long), leading from +the bulkhead through the bunker into the compartment. + +[3] Floated off when the ship sank and was utilized as a raft. + +[4] It may be mentioned that Mr. Archer stated in the witness box that +since the disaster to the Titanic he had modified his views and thought +that rule 12 should be discontinued. + +[5] See rule of June 14, 1911. + +[6] See rule of June 14, 1911. + + + + + + + + +End of the Project Gutenberg EBook of Loss of the Steamship 'Titanic', by +British Government + +*** END OF THIS PROJECT GUTENBERG EBOOK LOSS OF THE STEAMSHIP 'TITANIC' *** + +***** This file should be named 39415.txt or 39415.zip ***** +This and all associated files of various formats will be found in: + http://www.gutenberg.org/3/9/4/1/39415/ + +Produced by Chuck Greif and the Online Distributed +Proofreading Team at http://www.pgdp.net (This book was +produced from scanned images of public domain material +from the Google Print project.) + + +Updated editions will replace the previous one--the old editions +will be renamed. + +Creating the works from public domain print editions means that no +one owns a United States copyright in these works, so the Foundation +(and you!) can copy and distribute it in the United States without +permission and without paying copyright royalties. Special rules, +set forth in the General Terms of Use part of this license, apply to +copying and distributing Project Gutenberg-tm electronic works to +protect the PROJECT GUTENBERG-tm concept and trademark. Project +Gutenberg is a registered trademark, and may not be used if you +charge for the eBooks, unless you receive specific permission. If you +do not charge anything for copies of this eBook, complying with the +rules is very easy. You may use this eBook for nearly any purpose +such as creation of derivative works, reports, performances and +research. They may be modified and printed and given away--you may do +practically ANYTHING with public domain eBooks. Redistribution is +subject to the trademark license, especially commercial +redistribution. + + + +*** START: FULL LICENSE *** + +THE FULL PROJECT GUTENBERG LICENSE +PLEASE READ THIS BEFORE YOU DISTRIBUTE OR USE THIS WORK + +To protect the Project Gutenberg-tm mission of promoting the free +distribution of electronic works, by using or distributing this work +(or any other work associated in any way with the phrase "Project +Gutenberg"), you agree to comply with all the terms of the Full Project +Gutenberg-tm License (available with this file or online at +http://gutenberg.org/license). + + +Section 1. General Terms of Use and Redistributing Project Gutenberg-tm +electronic works + +1.A. By reading or using any part of this Project Gutenberg-tm +electronic work, you indicate that you have read, understand, agree to +and accept all the terms of this license and intellectual property +(trademark/copyright) agreement. If you do not agree to abide by all +the terms of this agreement, you must cease using and return or destroy +all copies of Project Gutenberg-tm electronic works in your possession. +If you paid a fee for obtaining a copy of or access to a Project +Gutenberg-tm electronic work and you do not agree to be bound by the +terms of this agreement, you may obtain a refund from the person or +entity to whom you paid the fee as set forth in paragraph 1.E.8. + +1.B. "Project Gutenberg" is a registered trademark. It may only be +used on or associated in any way with an electronic work by people who +agree to be bound by the terms of this agreement. There are a few +things that you can do with most Project Gutenberg-tm electronic works +even without complying with the full terms of this agreement. See +paragraph 1.C below. There are a lot of things you can do with Project +Gutenberg-tm electronic works if you follow the terms of this agreement +and help preserve free future access to Project Gutenberg-tm electronic +works. See paragraph 1.E below. + +1.C. The Project Gutenberg Literary Archive Foundation ("the Foundation" +or PGLAF), owns a compilation copyright in the collection of Project +Gutenberg-tm electronic works. Nearly all the individual works in the +collection are in the public domain in the United States. If an +individual work is in the public domain in the United States and you are +located in the United States, we do not claim a right to prevent you from +copying, distributing, performing, displaying or creating derivative +works based on the work as long as all references to Project Gutenberg +are removed. Of course, we hope that you will support the Project +Gutenberg-tm mission of promoting free access to electronic works by +freely sharing Project Gutenberg-tm works in compliance with the terms of +this agreement for keeping the Project Gutenberg-tm name associated with +the work. You can easily comply with the terms of this agreement by +keeping this work in the same format with its attached full Project +Gutenberg-tm License when you share it without charge with others. + +1.D. The copyright laws of the place where you are located also govern +what you can do with this work. Copyright laws in most countries are in +a constant state of change. If you are outside the United States, check +the laws of your country in addition to the terms of this agreement +before downloading, copying, displaying, performing, distributing or +creating derivative works based on this work or any other Project +Gutenberg-tm work. The Foundation makes no representations concerning +the copyright status of any work in any country outside the United +States. + +1.E. Unless you have removed all references to Project Gutenberg: + +1.E.1. The following sentence, with active links to, or other immediate +access to, the full Project Gutenberg-tm License must appear prominently +whenever any copy of a Project Gutenberg-tm work (any work on which the +phrase "Project Gutenberg" appears, or with which the phrase "Project +Gutenberg" is associated) is accessed, displayed, performed, viewed, +copied or distributed: + +This eBook is for the use of anyone anywhere at no cost and with +almost no restrictions whatsoever. You may copy it, give it away or +re-use it under the terms of the Project Gutenberg License included +with this eBook or online at www.gutenberg.org/license + +1.E.2. If an individual Project Gutenberg-tm electronic work is derived +from the public domain (does not contain a notice indicating that it is +posted with permission of the copyright holder), the work can be copied +and distributed to anyone in the United States without paying any fees +or charges. If you are redistributing or providing access to a work +with the phrase "Project Gutenberg" associated with or appearing on the +work, you must comply either with the requirements of paragraphs 1.E.1 +through 1.E.7 or obtain permission for the use of the work and the +Project Gutenberg-tm trademark as set forth in paragraphs 1.E.8 or +1.E.9. + +1.E.3. If an individual Project Gutenberg-tm electronic work is posted +with the permission of the copyright holder, your use and distribution +must comply with both paragraphs 1.E.1 through 1.E.7 and any additional +terms imposed by the copyright holder. Additional terms will be linked +to the Project Gutenberg-tm License for all works posted with the +permission of the copyright holder found at the beginning of this work. + +1.E.4. Do not unlink or detach or remove the full Project Gutenberg-tm +License terms from this work, or any files containing a part of this +work or any other work associated with Project Gutenberg-tm. + +1.E.5. Do not copy, display, perform, distribute or redistribute this +electronic work, or any part of this electronic work, without +prominently displaying the sentence set forth in paragraph 1.E.1 with +active links or immediate access to the full terms of the Project +Gutenberg-tm License. + +1.E.6. You may convert to and distribute this work in any binary, +compressed, marked up, nonproprietary or proprietary form, including any +word processing or hypertext form. However, if you provide access to or +distribute copies of a Project Gutenberg-tm work in a format other than +"Plain Vanilla ASCII" or other format used in the official version +posted on the official Project Gutenberg-tm web site (www.gutenberg.org), +you must, at no additional cost, fee or expense to the user, provide a +copy, a means of exporting a copy, or a means of obtaining a copy upon +request, of the work in its original "Plain Vanilla ASCII" or other +form. Any alternate format must include the full Project Gutenberg-tm +License as specified in paragraph 1.E.1. + +1.E.7. Do not charge a fee for access to, viewing, displaying, +performing, copying or distributing any Project Gutenberg-tm works +unless you comply with paragraph 1.E.8 or 1.E.9. + +1.E.8. You may charge a reasonable fee for copies of or providing +access to or distributing Project Gutenberg-tm electronic works provided +that + +- You pay a royalty fee of 20% of the gross profits you derive from + the use of Project Gutenberg-tm works calculated using the method + you already use to calculate your applicable taxes. The fee is + owed to the owner of the Project Gutenberg-tm trademark, but he + has agreed to donate royalties under this paragraph to the + Project Gutenberg Literary Archive Foundation. Royalty payments + must be paid within 60 days following each date on which you + prepare (or are legally required to prepare) your periodic tax + returns. Royalty payments should be clearly marked as such and + sent to the Project Gutenberg Literary Archive Foundation at the + address specified in Section 4, "Information about donations to + the Project Gutenberg Literary Archive Foundation." + +- You provide a full refund of any money paid by a user who notifies + you in writing (or by e-mail) within 30 days of receipt that s/he + does not agree to the terms of the full Project Gutenberg-tm + License. You must require such a user to return or + destroy all copies of the works possessed in a physical medium + and discontinue all use of and all access to other copies of + Project Gutenberg-tm works. + +- You provide, in accordance with paragraph 1.F.3, a full refund of any + money paid for a work or a replacement copy, if a defect in the + electronic work is discovered and reported to you within 90 days + of receipt of the work. + +- You comply with all other terms of this agreement for free + distribution of Project Gutenberg-tm works. + +1.E.9. If you wish to charge a fee or distribute a Project Gutenberg-tm +electronic work or group of works on different terms than are set +forth in this agreement, you must obtain permission in writing from +both the Project Gutenberg Literary Archive Foundation and Michael +Hart, the owner of the Project Gutenberg-tm trademark. Contact the +Foundation as set forth in Section 3 below. + +1.F. + +1.F.1. Project Gutenberg volunteers and employees expend considerable +effort to identify, do copyright research on, transcribe and proofread +public domain works in creating the Project Gutenberg-tm +collection. Despite these efforts, Project Gutenberg-tm electronic +works, and the medium on which they may be stored, may contain +"Defects," such as, but not limited to, incomplete, inaccurate or +corrupt data, transcription errors, a copyright or other intellectual +property infringement, a defective or damaged disk or other medium, a +computer virus, or computer codes that damage or cannot be read by +your equipment. + +1.F.2. LIMITED WARRANTY, DISCLAIMER OF DAMAGES - Except for the "Right +of Replacement or Refund" described in paragraph 1.F.3, the Project +Gutenberg Literary Archive Foundation, the owner of the Project +Gutenberg-tm trademark, and any other party distributing a Project +Gutenberg-tm electronic work under this agreement, disclaim all +liability to you for damages, costs and expenses, including legal +fees. YOU AGREE THAT YOU HAVE NO REMEDIES FOR NEGLIGENCE, STRICT +LIABILITY, BREACH OF WARRANTY OR BREACH OF CONTRACT EXCEPT THOSE +PROVIDED IN PARAGRAPH 1.F.3. YOU AGREE THAT THE FOUNDATION, THE +TRADEMARK OWNER, AND ANY DISTRIBUTOR UNDER THIS AGREEMENT WILL NOT BE +LIABLE TO YOU FOR ACTUAL, DIRECT, INDIRECT, CONSEQUENTIAL, PUNITIVE OR +INCIDENTAL DAMAGES EVEN IF YOU GIVE NOTICE OF THE POSSIBILITY OF SUCH +DAMAGE. + +1.F.3. LIMITED RIGHT OF REPLACEMENT OR REFUND - If you discover a +defect in this electronic work within 90 days of receiving it, you can +receive a refund of the money (if any) you paid for it by sending a +written explanation to the person you received the work from. If you +received the work on a physical medium, you must return the medium with +your written explanation. The person or entity that provided you with +the defective work may elect to provide a replacement copy in lieu of a +refund. If you received the work electronically, the person or entity +providing it to you may choose to give you a second opportunity to +receive the work electronically in lieu of a refund. If the second copy +is also defective, you may demand a refund in writing without further +opportunities to fix the problem. + +1.F.4. Except for the limited right of replacement or refund set forth +in paragraph 1.F.3, this work is provided to you 'AS-IS' WITH NO OTHER +WARRANTIES OF ANY KIND, EXPRESS OR IMPLIED, INCLUDING BUT NOT LIMITED TO +WARRANTIES OF MERCHANTABILITY OR FITNESS FOR ANY PURPOSE. + +1.F.5. Some states do not allow disclaimers of certain implied +warranties or the exclusion or limitation of certain types of damages. +If any disclaimer or limitation set forth in this agreement violates the +law of the state applicable to this agreement, the agreement shall be +interpreted to make the maximum disclaimer or limitation permitted by +the applicable state law. The invalidity or unenforceability of any +provision of this agreement shall not void the remaining provisions. + +1.F.6. INDEMNITY - You agree to indemnify and hold the Foundation, the +trademark owner, any agent or employee of the Foundation, anyone +providing copies of Project Gutenberg-tm electronic works in accordance +with this agreement, and any volunteers associated with the production, +promotion and distribution of Project Gutenberg-tm electronic works, +harmless from all liability, costs and expenses, including legal fees, +that arise directly or indirectly from any of the following which you do +or cause to occur: (a) distribution of this or any Project Gutenberg-tm +work, (b) alteration, modification, or additions or deletions to any +Project Gutenberg-tm work, and (c) any Defect you cause. + + +Section 2. Information about the Mission of Project Gutenberg-tm + +Project Gutenberg-tm is synonymous with the free distribution of +electronic works in formats readable by the widest variety of computers +including obsolete, old, middle-aged and new computers. It exists +because of the efforts of hundreds of volunteers and donations from +people in all walks of life. + +Volunteers and financial support to provide volunteers with the +assistance they need, are critical to reaching Project Gutenberg-tm's +goals and ensuring that the Project Gutenberg-tm collection will +remain freely available for generations to come. In 2001, the Project +Gutenberg Literary Archive Foundation was created to provide a secure +and permanent future for Project Gutenberg-tm and future generations. +To learn more about the Project Gutenberg Literary Archive Foundation +and how your efforts and donations can help, see Sections 3 and 4 +and the Foundation web page at http://www.pglaf.org. + + +Section 3. Information about the Project Gutenberg Literary Archive +Foundation + +The Project Gutenberg Literary Archive Foundation is a non profit +501(c)(3) educational corporation organized under the laws of the +state of Mississippi and granted tax exempt status by the Internal +Revenue Service. The Foundation's EIN or federal tax identification +number is 64-6221541. Its 501(c)(3) letter is posted at +http://pglaf.org/fundraising. Contributions to the Project Gutenberg +Literary Archive Foundation are tax deductible to the full extent +permitted by U.S. federal laws and your state's laws. + +The Foundation's principal office is located at 4557 Melan Dr. S. +Fairbanks, AK, 99712., but its volunteers and employees are scattered +throughout numerous locations. Its business office is located at +809 North 1500 West, Salt Lake City, UT 84116, (801) 596-1887, email +business@pglaf.org. Email contact links and up to date contact +information can be found at the Foundation's web site and official +page at http://pglaf.org + +For additional contact information: + Dr. Gregory B. Newby + Chief Executive and Director + gbnewby@pglaf.org + + +Section 4. Information about Donations to the Project Gutenberg +Literary Archive Foundation + +Project Gutenberg-tm depends upon and cannot survive without wide +spread public support and donations to carry out its mission of +increasing the number of public domain and licensed works that can be +freely distributed in machine readable form accessible by the widest +array of equipment including outdated equipment. Many small donations +($1 to $5,000) are particularly important to maintaining tax exempt +status with the IRS. + +The Foundation is committed to complying with the laws regulating +charities and charitable donations in all 50 states of the United +States. Compliance requirements are not uniform and it takes a +considerable effort, much paperwork and many fees to meet and keep up +with these requirements. We do not solicit donations in locations +where we have not received written confirmation of compliance. To +SEND DONATIONS or determine the status of compliance for any +particular state visit http://pglaf.org + +While we cannot and do not solicit contributions from states where we +have not met the solicitation requirements, we know of no prohibition +against accepting unsolicited donations from donors in such states who +approach us with offers to donate. + +International donations are gratefully accepted, but we cannot make +any statements concerning tax treatment of donations received from +outside the United States. U.S. laws alone swamp our small staff. + +Please check the Project Gutenberg Web pages for current donation +methods and addresses. Donations are accepted in a number of other +ways including checks, online payments and credit card donations. +To donate, please visit: http://pglaf.org/donate + + +Section 5. General Information About Project Gutenberg-tm electronic +works. + +Professor Michael S. Hart is the originator of the Project Gutenberg-tm +concept of a library of electronic works that could be freely shared +with anyone. For thirty years, he produced and distributed Project +Gutenberg-tm eBooks with only a loose network of volunteer support. + + +Project Gutenberg-tm eBooks are often created from several printed +editions, all of which are confirmed as Public Domain in the U.S. +unless a copyright notice is included. Thus, we do not necessarily +keep eBooks in compliance with any particular paper edition. + + +Most people start at our Web site which has the main PG search facility: + + http://www.gutenberg.org + +This Web site includes information about Project Gutenberg-tm, +including how to make donations to the Project Gutenberg Literary +Archive Foundation, how to help produce our new eBooks, and how to +subscribe to our email newsletter to hear about new eBooks. |