Construction and Preparations for the First Voyage
The history of the R.M.S. Titanic, of the White Star Line, is one of the most tragically short it is possible to conceive. The world had waited expectantly for its launching and again for its sailing; had read accounts of its tremendous size and its unexampled completeness and luxury; had felt it a matter of the greatest satisfaction that such a comfortable, and above all such a safe boat had been designed and built—the “unsinkable lifeboat”;—and then in a moment to hear that it had gone to the bottom as if it had been the veriest tramp steamer of a few hundred tons; and with it fifteen hundred passengers, some of them known the world over! The improbability of such a thing ever happening was what staggered humanity.
If its history had to be written in a single paragraph it would be somewhat as follows:—
“The R.M.S. Titanic was built by Messrs. Harland & Wolff at their well-known ship-building works at Queen’s Island, Belfast, side by side with her sister ship the Olympic. The twin vessels marked such an increase in size that specially laid-out joiner and boiler shops were prepared to aid in their construction, and the space usually taken up by three building slips was given up to them. The keel of the Titanic was laid on March 31, 1909, and she was launched on May 31, 1911; she passed her trials before the Board of Trade officials on March 31, 1912, at Belfast, arrived at Southampton on April 4, and sailed the following Wednesday, April 10, with 2208 passengers and crew, on her maiden voyage to New York. She called at Cherbourg the same day, Queenstown Thursday, and left for New York in the afternoon, expecting to arrive the following Wednesday morning. But the voyage was never completed. She collided with an iceberg on Sunday at 11.45 P.M. in Lat. 41° 46΄ N. and Long. 50° 14΄ W., and sank two hours and a half later; 815 of her passengers and 688 of her crew were drowned and 705 rescued by the Carpathia.”
Such is the record of the Titanic, the largest ship the world had ever seen—she was three inches longer than the Olympic and one thousand tons more in gross tonnage—and her end was the greatest maritime disaster known. The whole civilized world was stirred to its depths when the full extent of loss of life was learned, and it has not yet recovered from the shock. And that is without doubt a good thing. It should not recover from it until the possibility of such a disaster occurring again has been utterly removed from human society, whether by separate legislation in different countries or by international agreement. No living person should seek to dwell in thought for one moment on such a disaster except in the endeavour to glean from it knowledge that will be of profit to the whole world in the future. When such knowledge is practically applied in the construction, equipment, and navigation of passenger steamers—and not until then—will be the time to cease to think of the Titanic disaster and of the hundreds of men and women so needlessly sacrificed.
A few words on the ship’s construction and equipment will be necessary in order to make clear many points that arise in the course of this book. A few figures have been added which it is hoped will help the reader to follow events more closely than he otherwise could.
The considerations that inspired the builders to design the Titanic on the lines on which she was constructed were those of speed, weight of displacement, passenger and cargo accommodation. High speed is very expensive, because the initial cost of the necessary powerful machinery is enormous, the running expenses entailed very heavy, and passenger and cargo accommodation have to be fined down to make the resistance through the water as little as possible and to keep the weight down. An increase in size brings a builder at once into conflict with the question of dock and harbour accommodation at the ports she will touch: if her total displacement is very great while the lines are kept slender for speed, the draught limit may be exceeded. The Titanic, therefore, was built on broader lines than the ocean racers, increasing the total displacement; but because of the broader build, she was able to keep within the draught limit at each port she visited. At the same time she was able to accommodate more passengers and cargo, and thereby increase largely her earning capacity. A comparison between the Mauretania and the Titanic illustrates the difference in these respects:—
-
Displacement
Horse power
Speed in knots
Mauretania
44,640
70,000
26
Titanic
60,000
46,000
21
The vessel when completed was 883 feet long, 92 1/2 feet broad; her height from keel to bridge was 104 feet. She had 8 steel decks, a cellular double bottom, 5 1/4 feet through (the inner and outer “skins” so-called), and with bilge keels projecting 2 feet for 300 feet of her length amidships. These latter were intended to lessen the tendency to roll in a sea; they no doubt did so very well, but, as it happened, they proved to be a weakness, for this was the first portion of the ship touched by the iceberg and it has been suggested that the keels were forced inwards by the collision and made the work of smashing in the two “skins” a more simple matter. Not that the final result would have been any different.
Her machinery was an expression of the latest progress in marine engineering, being a combination of reciprocating engines with Parsons’s low-pressure turbine engine,—a combination which gives increased power with the same steam consumption, an advance on the use of reciprocating engines alone. The reciprocating engines drove the wing-propellers and the turbine a mid-propeller, making her a triple-screw vessel. To drive these engines she had 29 enormous boilers and 159 furnaces. Three elliptical funnels, 24 feet 6 inches in the widest diameter, took away smoke and water gases; the fourth one was a dummy for ventilation.
She was fitted with 16 lifeboats 30 feet long, swung on davits of the Welin double-acting type. These davits are specially designed for dealing with two, and, where necessary, three, sets of lifeboats,—i.e., 48 altogether; more than enough to have saved every soul on board on the night of the collision. She was divided into 16 compartments by 15 transverse watertight bulkheads reaching from the double bottom to the upper deck in the forward end and to the saloon deck in the after end (Fig. 2), in both cases well above the water line. Communication between the engine rooms and boiler rooms was through watertight doors, which could all be closed instantly from the captain’s bridge: a single switch, controlling powerful electro-magnets, operated them. They could also be closed by hand with a lever, and in case the floor below them was flooded by accident, a float underneath the flooring shut them automatically. These compartments were so designed that if the two largest were flooded with water—a most unlikely contingency in the ordinary way—the ship would still be quite safe. Of course, more than two were flooded the night of the collision, but exactly how many is not yet thoroughly established.
Her crew had a complement of 860, made up of 475 stewards, cooks, etc., 320 engineers, and 65 engaged in her navigation. The machinery and equipment of the Titanic was the finest obtainable and represented the last word in marine construction. All her structure was of steel, of a weight, size, and thickness greater than that of any ship yet known: the girders, beams, bulkheads, and floors all of exceptional strength. It would hardly seem necessary to mention this, were it not that there is an impression among a portion of the general public that the provision of Turkish baths, gymnasiums, and other so-called luxuries involved a sacrifice of some more essential things, the absence of which was responsible for the loss of so many lives. But this is quite an erroneous impression. All these things were an additional provision for the comfort and convenience of passengers, and there is no more reason why they should not be provided on these ships than in a large hotel. There were places on the Titanic’s deck where more boats and rafts could have been stored without sacrificing these things. The fault lay in not providing them, not in designing the ship without places to put them. On whom the responsibility must rest for their not being provided is another matter and must be left until later.
When arranging a tour round the United States, I had decided to cross in the Titanic for several reasons—one, that it was rather a novelty to be on board the largest ship yet launched, and another that friends who had crossed in the Olympic described her as a most comfortable boat in a seaway, and it was reported that the Titanic had been still further improved in this respect by having a thousand tons more built in to steady her. I went on board at Southampton at 10 A.M. Wednesday, April 10, after staying the night in the town. It is pathetic to recall that as I sat that morning in the breakfast room of an hotel, from the windows of which could be seen the four huge funnels of the Titanic towering over the roofs of the various shipping offices opposite, and the procession of stokers and stewards wending their way to the ship, there sat behind me three of the Titanic’s passengers discussing the coming voyage and estimating, among other things, the probabilities of an accident at sea to the ship. As I rose from breakfast, I glanced at the group and recognized them later on board, but they were not among the number who answered to the roll-call on the Carpathia on the following Monday morning.
Between the time of going on board and sailing, I inspected, in the company of two friends who had come from Exeter to see me off, the various decks, dining-saloons and libraries; and so extensive were they that it is no exaggeration to say that it was quite easy to lose one’s way on such a ship. We wandered casually into the gymnasium on the boatdeck, and were engaged in bicycle exercise when the instructor came in with two photographers and insisted on our remaining there while his friends—as we thought at the time—made a record for him of his apparatus in use. It was only later that we discovered that they were the photographers of one of the illustrated London papers. More passengers came in, and the instructor ran here and there, looking the very picture of robust, rosy-cheeked health and “fitness” in his white flannels, placing one passenger on the electric “horse,” another on the “camel,” while the laughing group of onlookers watched the inexperienced riders vigorously shaken up and down as he controlled the little motor which made the machines imitate so realistically horse and camel exercise.
It is related that on the night of the disaster, right up to the time of the Titanic’s sinking, while the band grouped outside the gymnasium doors played with such supreme courage in face of the water which rose foot by foot before their eyes, the instructor was on duty inside, with passengers on the bicycles and the rowing-machines, still assisting and encouraging to the last. Along with the bandsmen it is fitting that his name, which I do not think has yet been put on record—it is McCawley—should have a place in the honourable list of those who did their duty faithfully to the ship and the line they served.