Voices from the Titanic Read online

  In addition to the four main generating sets there are two 30-kilowatt engines and dynamos, placed in a recess off the turbine room at saloon-deck level. Three sets can be supplied with steam from either of several boiler rooms, and will be available for emergency purposes. They are similar to the main sets, but the engines are of the two-crank type. The distribution of current is effected on the single-wire system, and is controlled and metered at a main switchboard placed on a gallery in the electric engine room, to which the main dynamo cables and feeders are connected. The latter pass up through port and starboard cable trunks to the various decks, radiating from thence to master switch and fuse boxes grouped at convenient points in the machinery spaces and accommodation, from whence run branches to the distribution fuse boxes scattered throughout the vessel controlling the lamps and motors.

  A complete system of electric lighting is provided, and electricity is also largely employed for heating as well as for motive power, including 75 motor-driven ‘Sirocco’ fans, from 55 inches to 20 inches in diameter, for ventilating all the passenger and crew spaces as well as the engine and boiler rooms. All the fan motors are provided with automatic and hand-speed regulation.

  The shell plating of the ship is remarkably heavy. It is mostly of plates six feet wide and of about 30 feet in length. The width tapers towards the ends. The laps are treble-riveted, and the shell strakes in the way of the shelter and boat decks have been hydraulically riveted. Also the turn of the bilge, where bilge keels 25 inches deep are fitted for 295 feet of the length of the vessel amidships. There are fifteen transverse watertight bulkheads, extending from the double bottom to the upper deck at the forward end of the ship, and to the saloon deck at the after end far above the load water-line. The room in which the reciprocating engines are fitted is the largest of the watertight compartments, and is about 69 feet long; while the turbine room is 57 feet long. The boiler rooms are generally 57 feet long, with the exception of that nearest the reciprocating engine compartment. The holds are 50 feet long. Any two compartments may be flooded without in any way involving the safety of the ship. The two decks forming the superstructure of the ship and the navigating bridge are built to ensure a high degree of rigidity. At the sides they are supported on built-up frames, in line with the hull frames, but at wider intervals. The deck houses are specially stiffened by channel-section steel fitted in the framework, and where, as on the boat deck, the public rooms pierce the deck, heavy brackets are introduced to increase strength against racking stresses when the ship is steaming through a heavy seaway. Expansion joints are made in the superstructure above the bridge deck at convenient points in the length – one forward and one aft, the whole structure being completely severed and the joints suitably covered.

  The stern-frame was made by the Darlington Forge Company, and the total weight of the casting was about 190 tons, the stern frame being 70 tons, the side propeller brackets 73¼ tons, and the forward boss-arms 45 tons. The centre propeller, driven by the turbine, works in the usual stern-frame aperture, while the wing propellers are supported in brackets. The stern frame is of Siemens-Martin mild cast steel, of hollow or dish section, in two pieces, with large scraphs, one on the forward post and one on the after post, connected with best ‘Lowmoor’ iron rivets, two inches in diameter, the total weight of rivets being over a ton. They were all turned and fitted and specially closed with rams. There are in all 59 rivets in the forward and 54 rivets in the after scraphs. In the stern frame there is the boss for the shaft driven by the turbine, the lower portion of this part of the stern frame having a large palm cast on its extreme forward end, to give a solid connection to the after boss-arms and main structure of the vessel.

  The rudder also has been constructed by the Darlington Forge Company, Ltd, and is of the usual elliptical type, of solid cast steel, built in five sections, coupled together with bolts varying from three and a half inches to two inches in diameter. The top section of the rudder is of forged steel from a special ingot of the same quality as naval gun jackets. On the completion of the forging an inspection hole was bored through the stock of the rudder in order to ensure that there were no flaws.

  There are ten decks in the ship, named from the bottom upwards: Lower orlop, orlop, lower, middle, upper, saloon, shelter, bridge, promenade and boat. The passenger decks – promenade, bridge, shelter, saloon, upper, middle and lower – are named alphabetically A, B, C, D, E, F, G. Two of the decks are above the moulded structure of the ship. The lower orlop, orlop and lower decks do not extend for the complete length of the structure, being interrupted for the machinery accommodation. The bridge deck extends for a length of 550 feet amidships, the forecastle and poop on the same level being respectively 128 feet and 106 feet long. The promenade and boat decks are also over 500 feet long. The first-class passengers are accommodated on the five levels from the upper to the promenade decks. The second-class passengers have their accommodation on the middle, upper and saloon decks, and the third-class passengers on the lower deck, forward and aft, and on the middle, upper and saloon decks aft.

  The steering gear is fitted on the shelter deck, and is very massive, the diameter of the rudder stock – 23½ inches – affording some idea of the dimensions. The gear is of Harland & Wolff’s wheel-and-pinion type, working through a spring quadrant on the rudder head, with two independent engines, having triple cylinders, one on each side. Either engine suffices for the working of the gear, the other being a stand-by. The gear is controlled from the navigating bridge by telemotors and from the docking bridge aft by mechanical means.

  The navigating appliances include, in addition to two compasses on the captain’s bridge and one on the docking bridge aft, a standard compass on an isolated brass-work platform in the centre of the ship, at a height of 12 feet above all iron work and 78 feet above the waterline. Adjacent to the bridge there are to be two electrically-driven sounding machines, arranged with spars to enable soundings to be taken when the ship is going at a good speed.

  The vessel is to be fitted with complete installation for receiving submarine signals. The lifeboats, which are 30 feet long, are mounted on special davits on the boat deck. The ship is designed for two masts, 205 feet above the average draft line, a height necessary to take the Marconi aerial wires, and to ensure that these will be at least 50 feet above the top of the funnels and thus clear of the funnel gases. The masts are also for working the cargo by means of cargo spans, and in addition there is on the foremasts a derrick for lifting motor cars, which will be accommodated in one of the foreholds. There are three cargo hatches forward and three aft. All the hatches in the after part of the ship are served by electric cranes of the same make; two of these will be on the promenade deck; there being two small hatches to the hold below, so as to form a minimum of interference with the promenading space.

  There are three elevators in the main companion-way and one in the main second-class companion-way. For first-class passengers there are 30 suite rooms on the bridge deck and 39 on the shelter deck. These are so arranged that they can be let in groups to form suites including bedrooms, with baths, etc., with communicating doors. On each of these two decks, close to the companion-ways on either side, adjacent rooms are fitted up as sitting or dining room. In all there are nearly 330 first-class rooms, and 100 of these are single-berth rooms. There is accommodation for over 750 first-class passengers.

  For second-class passengers the rooms are arranged as two or four-berth rooms, the total number of second-class passengers being over 550. For the third-class passengers there are a large number of enclosed berths, there being 84 two-berth rooms. The total number of third-class passengers provided for is over 1,100.

  The first-class promenades on the three top decks in the ship will be exceptionally fine. The bridge deck promenade is entirely enclosed. It is a space over 400 feet long, 13 feet minimum width each side of the vessel, and with a solid side screen fitted with large, square lowering windows. The deck above this is the principal promenade dec
k, and is entirely devoted to first-class passengers. It is more than 500 feet long, and will form a splendid promenade, the width in parts exceeding 30 feet. The topmost, or boat deck, is also devoted to first-class promenading, and is 200 feet long and the full width of the ship. The first-class dining saloon is designed to accommodate 532 passengers, and ample smoke-room, restaurant, lounge and reading and writing room accommodation is also provided.

  The second-class dining saloon is situated on the saloon deck aft. It extends the full breadth of the vessel, with extra large opening pivoted sidelights arranged in pairs. The panelling of this room will be carried out in oak. The third-class dining accommodation is situated amidships on the middle deck, and consists of two saloons well lighted with sidelights and will be finished enamel white.

  (International Marine Engineering, July 1911)

  SHIPS AND THE STRIKE

  White Star to Reduce Speed

  The effect of the strike on local shipping, as referred to on our shipping page, where it is mentioned that the White Star Line are confident that the Olympic will sail next Wednesday, and that the Titanic will commence her maiden voyage a week later. We hear, however, that an order has been given that the speed of the vessels shall be reduced, in order that as much coal as possible shall be saved. The ships are capable of a speed of nearly twenty-three knots, but to maintain this rate the average consumption of coal is about 600 tons per day. A speed of over twenty knots makes a very big demand on the bunkers, but steady steaming at about twenty knots will enable a big economy to be effected. It is the additional knot or two that makes speed expensive. The Company has therefore decided to limit the speed of the Olympic and the Titanic to twenty knots. It will involve but a few hours extra at sea. It is hoped that whatever else happens the Olympic and the Titanic will be able to sail regularly, but it is not yet certain whether the Oceanic will take her scheduled sailing on April 17. At the moment, this vessel is in dry-dock. She damaged a propeller on her last voyage, and this is now being put right. If the strike ends in the course of a week or so, the Oceanic is almost sure to sail on April 17, but at the moment nothing is certain except the fact that the Company are determined to sail the Olympic and the Titanic on Wednesday and Wednesday week respectively.

  (Southampton Times and Hampshire Express,

  30 March 1912)

  The White Star berth will not be vacant very long after the Olympic’s departure on Wednesday, for the Titanic is due to arrive here on the same day. Whatever happens in regard to the coal trouble, the White Star Line are as certain as they can be that not only will the Olympic get away next Wednesday, but that the Titanic will be able to sail on her maiden voyage next week. The Olympic has picked up a large quantity of coal in New York, and the Titanic is assured of having her bunkers filled. The bookings for both sailings are heavy, and the departure of the two largest ships in the world from the Docks within a few days of each other will be an event of considerable interest.

  The officials have had so much worry lately that we gladly acceded to their request for our help in making it known that the Titanic will not be open for inspection. Already applications have been received from all quarters for permission to visit the ship, and the courteous ‘No’ has been so often uttered that it was suggested that the services of a gramophone should be requisitioned at once! There is to be no public ceremony of any kind. The Titanic will enter the Solent without the blare of trumpets or the display of the silver oar. A lot of work will have to be done on board the ship during her week’s sojourn at the Docks, and it will be impossible to allow people on board ‘except on business’.

  The statement was made this week that the Titanic was a thousand tons larger than the Olympic. This is not so. She is a triple screw steamer of 45,000. She differs from the Olympic in regard to some features of her accommodation. We have previously referred to the arrangements which will reserve a private promenade for passengers in certain suites of rooms; another innovation is a reception room attached to the restaurant room. The restaurant will be under the management of Mr L. Gatti, late of Oddenino’s Imperial Restaurant, London, whilst the squash racquet court, under a professional player, has been adopted, the experience of the Olympic having fully justified the experiment. Captain E. J. Smith, of the Olympic, which arrives today, will be transferred to the Titanic.

  (Southampton Times and Hampshire Express,

  30 March 1912)

  DEPARTURE OF THE TITANIC

  The White Star liner Titanic, which has just been completed by Messrs Harland & Wolff Ltd, left the fitting-out jetty at half-past nine o’clock this morning, and in charge of four tugs proceeded down the Victoria Channel to Belfast Lough, where her trials took place. The stately proportions of the mammoth vessel were greatly admired by the large crowds of people who had congregated in the vicinity of the Twin Islands. The compasses having been adjusted, the speed trials took place over the measured mile. The Titanic will leave later in the day for Southampton, from which port she is due to sail for New York on the tenth inst.

  (Ulster Echo, 2 April 1912)

  A WONDERFUL SHIP

  In a port where the magnificence of the appointments of the Olympic are so well known, it seems scarcely necessary to say much about the Titanic. The privileged few who have had the pleasure of visiting the ship since her arrival at Southampton on Thursday morning have been at a loss to express their admiration. One person said that the Olympic was all that could be desired, and the Titanic was something even beyond that! And if his hearers smiled at his method of putting it, they were to agree that the White Star Line had taken every possible opportunity of effecting improvements, their experience with the Olympic having been brought to bear. The Titanic had a delightful trip from Belfast to Southampton, and among those on board were Mr Morgan (Morgan, Grenfell and Co.), and representatives of the London and Southampton offices of Café Parisien.

  These gentlemen were quick to notice that several changes had been made in the Titanic, and particularly was it noticed that increased state room accommodation had been provided. The two private promenade decks were inspected with interest, and they have been instituted in connection with the parlour suite rooms. Then a delightful addition is the Café Parisien which has been arranged in connection with the restaurant. The deck space outside the restaurant has been utilized for it and it represents an entirely new feature on steamers.

  The Café Parisien has the appearance of a charming sunlit verandah tastefully arranged with trellis work, and chairs in small groups surrounding convenient tables. It will also form a further addition to the restaurant, as lunches and dinners can be served with the same excellent service and all the advantages of the restaurant itself.

  In the first class dining room over 550 passengers can dine at the same time, and a feature of the room is the arrangement of the recessed bays where family and other parties can dine together in semi privacy. The second class passengers have been very generously provided for. The dining saloon extends the full breadth of the vessel, and will seat 400. The state rooms are of very superior character, and the promenades are unusually spacious, a unique feature being the enclosed promenade. The accommodation for third class is also very good, and the vessel will accommodate in all about 3,500 passengers and crew.

  (Southampton Times and Hampshire Express, 6 April 1912)

  WHITE STAR LINER TITANIC

  The completion of the Titanic marks a further stage in the progress of British shipping and shipbuilding, and in the development of the White Star Line. The Olympic and the Titanic are essentially similar in design and construction, and yet, so rapidly are we moving in these days of progress, that already the experience gained with the Olympic is being taken advantage of in the Titanic. Consequently we find that there are several changes carried out in the second ship with a view to meeting even more completely than before the requirements of the service, and the large number of passengers with whom this type of ship is proving so popular.

  Beginning
with the top deck (the boat deck) increased first-class state room accommodation has been provided. The same applies to the upper promenade deck (A deck) and on this deck ship’s side windows are fitted for half the length of the deck from the forward end, this arrangement giving the sheltered promenade, with, at the same time, full view of the sea, so much appreciated by passengers.

  On the promenade deck (B deck) there is also increased accommodation, the deckhouse being extended to the ship’s side, and two private promenade decks having been instituted in connection with the parlour suite rooms. On the same deck a Café Parisien has been arranged in connection with the restaurant, the deck space being utilized for this, which is an entirely new feature on board ship. A reception room has also been provided in connection with the restaurant, in view of the reception room connected with the first class dining saloon having proved so satisfactory to passengers. The restaurant itself has also been increased in size.

  The private promenades are decorated in a style of half timbered walls of Elizabethan period. The Café Parisien is decorated in French trellis work with ivy creepers, and looks extremely attractive.