PRICE $6.00

LOSS OF THE
STEAMSHIP "TITANIC"

———

PRESENTED BY MR. SMITH OF MICHIGAN
AUGUST 20, 1912.—Ordered to be printed with illustrations

WASHINGTON
1912

TABLE OF CONTENTS.

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° 46´ N., long. 50° 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° 46´ N., LONGITUDE 50° 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 £750,000, 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 £700,000, 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, £1,250,000, 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 £25,000,000.

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—

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:

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:

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:

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:

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 vitæ 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° 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:

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.

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° N. and 47° 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° W. and latitude 38° 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° W. in latitude 41° 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° 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° 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° N., and longitude 45° 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° N. and as far east as longitude 38° 30´ W."