Loss of the Steamship 'Titanic'

ght subd

ts and

boats and bo

era

OSS OF THE STEA

Shipping Acts,

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.

OF TH

, finds, for the reasons appearing in the annex hereto, that the loss of the said ship was due to co

30th day of

RS

Commis

in the abo

GOUGH-C

. CL

. A.

. BI

C. CH

ess

E STEAMSHI

15, 1912, OF THE BRITISH STEAMSHIP TITANIC, OF LIVERPOOL, AFTER STRIKING ICE IN OR NEAR LA

to the

ODUC

e 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 discip

left Queenstown on o

s employed in any capacity on board her

gers, distinguishing sexes and classes, and

irements of the merchant shipping acts, 1894-1906, and the rules and regulations made there

al provisions were made for the safety of the vessel and the lives

and manned? Were the watches of the officers and crew usua

ng and launching the boats on board the Titanic in case of emergency proper and sufficient? Had a boa

operators were employed on working such installations? Were the installations in good and effective working order, and

o the master or known by him to apply to her voyage? Were such instructions, if any, safe, proper, an

ly followed by liners on voyages from the United Kingdom to New York in the month of April? Are such tracks safe t

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

ose she would encounter ice, at what time might she have reasonably expected to encounter it? Was a good and proper loo

usual in such circumstances? Had the Titanic the means of throwing searchlights around her? If

of meeting ice? Were they such as are usually adopted by vessels be

casualty occurred? If so, what measures were taken by the officer on wa

before and at the moment of the casualty? Wa

to the Titanic at or about 11.45 p. m. on April 14 last

ty was its seriousness realized by those in charge of the vessel? What steps were then taken? Wha

e maintained on board af

at 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 assistan

ed, or otherwise put into the water and got away under proper superintendence? Were the boats sent away in seaworthy condition and properly manned, eq

essel? How was this number made up, having regard to (1) sex, (2) class, (3) rating? How man

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 rati

el from the happening of the

what time did the

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

st, was she properly constructed and adequately equipped as a

acts and of such rules and regulations, so far as the consideration thereof is material to this casualty, and to make any recommendations or sugge

eemed best to divide it into se

he left Southampton on April 10 and o

across the Atlantic, of the messag

o the ship and of its gradual and fi

the saving and rescue

s in connection with th

f the board of trad

of the court on the q

mmendations held

ption of

ITE ST

nd cargo between Great Britain and the United States, the usual ports of call for the servic

ine, a British registered company, with a capital of ￡750,000, all paid up, the directors

they have a large interest in 13 other steamers,

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, w

0, are held mainly, if not entirely, in

n addition to holding the above-mentioned shares of the

itish & North Atlantic Steam Navigation Co. (Ltd.), and the Mi

hare capital of the Atlantic Transport C

apital and about one-half of the preference share capit

operty, the International Navigation Co. (Ltd.) ha

ation Co. (Ltd.) are now held by the International Mercantile Marine C

MSHIP "T

rland & Wolff for the White Star Line service between Southampton and New York. She was registered as a Bri

e

th 8

dth

o top of beam at lowest

extends continuously

of hol

om B to C

om A to B

m boat to

ater line amidships at tim

34 feet 7 inch

a wing propeller, and a turbine driving the center propeller. The registered horsepower of the pro

tructural arrangements of the

plating, giving form to th

-These were enum

ig

n

e

Dista

7 inch

amids

e. B

Ft. in

ength about

th about 500

et, with 125 feet forecastl

e length of

e length of

ap

wn

ds

e length of

e length of

d of boilers, 210 feet

ard of boilers, 210 feet

d 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 ro

s, by which the ship was divided in the direction of her length into 16 separate

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 w

above w

et 7 i

we

a

m

t bow. A

Ft. in

0 33

0 24

6 15

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

ept 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 reciproca

nd B, and all bulkheads from K (90 feet abaft amidships) to P, both inclusive, further extended water-tight

gine 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

inclusive, in the boiler and engine rooms. Those were capable of being simultaneously closed from the brid

echanical 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, sh

or means of letting water fr

D DESCR

iption of the vessel, her passenger an

GHT COMP

ks to which the bulkheads extende

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tments are shown in the left column, the contents of each compartment being read off horizontally.

er-

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res Store

ish Board of Trade for a passenger certificate, and

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 immedia

equipped with

less tel

arine si

lights and

to the telephones, the means of communication included engine and docking telegraphs, and duplicate

t class up to A deck, immediately below the boat deck, and one

boat winches on the boat de

requirements of the board of tra

most funnels, worked on the Willet

er the ship without stopping; Walker's taffrail log for determining the speed of the ship; and flash sign

D ACCOMM

aft 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

here 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 s

ecial 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 iro

de 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 fu

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

taterooms 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 t

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

ace 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

ove 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

de 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-cla

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

s 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 accommodatio

airway and elevators extended to this deck, whilst both the second-class main stairways were also in communication with this starboa

g 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 t

t 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 de

ommodation, 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 r

r extending only through the fore peak and No. 1 hold; on the former deck, abaf

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 w

e 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 t

, including officers and doctors, 326 of the engine-room department, including engi

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

first-class passengers forward

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 le

B deck and could then pass up their forward stairway to the boat deck,

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,

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 stai

E and F decks could pass directly up to the f

d pass by the after second-class stairway to B deck and then cros

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

he 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

by the fidleys, in the boiler casings, and also into the working passage on E deck, and thenc

adders and gratings gave dir

tunnels escapes were provided direct to the working passage on E deck a

heir own staircases into the forward well and thenc

he working passage or the forward main first-class s

it was possible for them to be shut between two water-tight bulkheads, they ha

means of access to the boat deck, and there were clear deck spaces in way of all first

UCT

e 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 vesse

as strengthened with a view to preventing pa

t deck downward. An external bilge keel about 300 feet lon

etween the C and B decks was doubled. The stringer or edge plate of t

e steel plate

which were specially stiffened and strengthened to enable them to stand the necessary pressure in the

light scantling, but strong enough to insure their pr

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

uld 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

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

and similar water-tight compartment, in order that the closing of

k 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 facilita

ded through the side plating, giving access to

rboard side in the forward third-

-class entrance, two doors

oor each side at the forward

into the working passage. One door each side on the port an

and were made water-tight by means of rubber strips. Those on t

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

aft sails. The two pole masts were constructed of steel, and stiffene

ine. Access to the cage was obtained by an iron vertical ladder inside of the foremast, with an opening at C de

VING AP

supplied, of pattern approved by the board

ttern, approved by the board of trade, were supplied and placed on board the vessel and there in

fitted on the vessel, and were of th

inch broad by 4 feet deep, with a cubic capacity of 6

ency

inches broad by 3 feet deep, with a cubic capacity

inch broad by 3 feet deep, with a cubic capacity of

by 8 feet broad by 3 feet deep, with a cubic capacity o

327.9 cubic feet

cutters were const

nails, clinched over rooves. The timbers were of elm, spaced about 9 inches apart, and the seats pitch pine, secured with galvanized-i

it 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 vit? roller sheaves, and were bound inside

four at the after ends. On each side of the boat deck the cutters were arranged forward of the group of

utters, one on each side of the ship, and the remaining two on to

s. Covers were supplied for the lifeboats and cutters, and a sea anchor for each boat. Every lifeboat was furnished with a special spirit boat compas

asses were supp

pass, with azimuth mirr

ing compass insi

ing compass on c

compass for d

it compasses

They were adjusted by Messrs. C. J. Smith, of Southampton, on the

necessary char

Board of Trade-i. e., 36 socket signals in lieu of guns, 12 ordinary roc

ARRANG

trolled 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 accidenta

vided by a center fore-and-aft bulkhead, and two longitudinal bulkheads, into 46 compartments. Fourteen of these compartments had 8-inch suctions, 2

uble bottom, viz, in No. 1 hold two 3-1/2-inch suctions, No. 2 hold two 3-1/2-

o. 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-i

e three 3-1/2-inch, one 4-1/2-

ere three 3-1/2-inch, one 5-

e three 3-1/2-inch, one 4-1/2-

ere three 3-1/2-inch, one 5-

ere three 3-1/2-inch, one 5-

ere two 3-1/2-inch, one 5-in

re were two 3-1/2-inch, six 3-inch,

wo 3-1/2-inch, three 3-inch, two 18-inc

e room there were fou

e electric engine room the

ompartment there were t

r the tunnel compartment th

mpartment there were t

the tunnel after compartment

AL INSTA

of 400 kilowatts at 100 volts and consisting of a vertical three-crank compound-fo

ect-coupled to their

ompartment about 63 feet long by 24 feet high, adjoining the a

artment 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

ilowatt engines and dynamos situated on a platform in the turbine engine room casing on salo

e above E deck, with branches from three boiler rooms, Nos. 2, 3, and 5, so that should the main sets be temporarily out of act

the majority being of Tantallum type, except in the cargo spaces and for the portable fittings, where carbo

53 electric motors were installed throughout the vessel, including six 50-hundredweight and

rward of the first-class main entrance and one in the s

s of navy pattern were fitted for c

navigating bridge

ng bridge and the lookout

navigating bridge

e navigating bri

's cabin and t

os. 1, 2, 3, 4, 5

enerator, and alternatively by a stand-by battery, which by means of an auto

mmunication between a number of the chief officials an

d galleys were also in dire

e 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. Th

and coil, in event of the failure of the curre

nks containing the microphones were placed on the inside of the hull of the vessel on the port and starboard sides below the wa

boiler-room telegraphs, stoking indicators, rudder indicators, clocks and thermost

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 pa

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 f

ir to the stokeholds, 6 electrically-driven fans for engine and tur

HIN

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 a

inders 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 Bro

nsers, 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 tur

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 ru

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

e of the bulkheads. Besides the shut-off valves at the engine-room bulkhead, a quick-acting emergency valve was

rface of 50,550 square feet, designed to work under a vacuum of 28 inches with cooling w

mpound 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 bil

ps: Five ballast and bilge pumps, each capable of discharging 250 tons o

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

NE

was placed over the turbine hatch and was used as a ventilator. The galley funnels were led up this funnel. The uptakes by which th

ps, ballast pumps, bilge pumps, etc., were belo

the ship's side and to each other athwart ships by strong steel stays.

in steam pipes were connecte

ND PAS

ril 11 the total number of persons emp

ings of these pers

epartm

departm

ng depar

8

ncluded in the second

ck 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

cluded the chief engineer and 7

epartment there wer

of passengers o

Female

the

lass 18

lass 179

lass 51

,

s; 24 children were in the second class; 79 ch

ent, 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 disposi