Loss Of The Steamship 'Titanic' Part 2

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The vessel was constructed under survey of the British Board of Trade for a pa.s.senger 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 s.h.i.+p 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 pa.s.sengers in the first cla.s.s up to A deck, immediately below the boat deck, and one in the second cla.s.s for taking pa.s.sengers 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 s.h.i.+p without stopping; Walker's taffrail log for determining the speed of the s.h.i.+p; and flash signal lamps fitted above the shelters at each of the navigating bridge for Morse signaling with other s.h.i.+ps.

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 compa.s.s. 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-cla.s.s pa.s.sengers' entrance and stairways and other adjuncts to the pa.s.sengers'

accommodation below. These stairways had a minimum effective width of 8 feet. They had a.s.sembling 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-cla.s.s entrance. Further aft at the middle line on this deck was the special platform for the standard compa.s.s. At the after end of this deck was an entrance house for second-cla.s.s pa.s.sengers 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-cla.s.s entrance was the after group of lifeboats, four on each side of the s.h.i.+p.

In addition to the main stairways mentioned there was a ladder on each side amids.h.i.+ps 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 s.p.a.ce for first-cla.s.s pa.s.sengers.

_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-cla.s.s pa.s.sengers, including two first-cla.s.s entrances and stairway, reading room, lounge, and the smoke room. Outside the deck house was a promenade for first-cla.s.s pa.s.sengers. The forward end of it on both sides of the s.h.i.+p, 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-cla.s.s smoke room another first-cla.s.s entrance, giving access as far down as C deck. The second-cla.s.s 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 const.i.tuted 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 p.o.o.p and forecastle. On this deck were placed the princ.i.p.al staterooms of the vessel, 97 in number, having berths for 198 pa.s.sengers, and aft of these was the first-cla.s.s stairway and reception room, as well as the restaurant for first-cla.s.s pa.s.sengers and its pantry and galley.

Immediately aft of this restaurant were the second-cla.s.s stairway and smoke room. At the forward end of the deck outside the house was an a.s.sembling area, giving access by the ladders, previously mentioned, leading directly to the boat deck. From this same s.p.a.ce a ladderway led to the forward third-cla.s.s promenade on C deck. At the after end of it were two ladders giving access to the after third-cla.s.s promenade on C deck. At the after end of this deck, at the middle line, was placed another second-cla.s.s 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 s.h.i.+p in dock. At the after end, on the same level, was the p.o.o.p deck, about 105 feet long, which carried the after-warping appliances and was a third-cla.s.s promenading s.p.a.ce. Arranged above the p.o.o.p 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 s.h.i.+p 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 s.h.i.+p, were the entrances to the third-cla.s.s s.p.a.ces 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-cla.s.s pa.s.senger quarters formed a well about 50 feet in length, which enabled the s.p.a.ce under it on C deck to be used as a third-cla.s.s promenade. This s.p.a.ce contained two hatchways, the No. 2 hatch, and the bunker hatch. The latter of these hatchways gave access to the s.p.a.ce allotted to the first and second cla.s.s 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 s.h.i.+p. It contained 148 staterooms for first cla.s.s, besides service rooms of various kinds.

On this deck, at the forward first-cla.s.s entrance, were the purser's office and the inquiry office, where pa.s.sengers' telegrams were received for sending by the Marconi apparatus. Exit doors through the s.h.i.+p's side were fitted abreast of this entrance. Abaft the after end of this long house was a promenade at the s.h.i.+p's side for second-cla.s.s pa.s.sengers, sheltered by bulwarks and bulkheads. In the middle of the promenade stood the second-cla.s.s library. The two second-cla.s.s stairways were at the ends of the library, so that from the promenade access was obtained at each end to a second-cla.s.s main stairway. There was also access by a door from this s.p.a.ce into each of the alleyways in the first-cla.s.s accommodation on each side of the s.h.i.+p 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 p.o.o.p, was the main third-cla.s.s 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-cla.s.s 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 s.h.i.+p. 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 pa.s.s direct to their work without going through any pa.s.senger accommodation or over any pa.s.senger decks. On D deck abaft of this staircase was the third cla.s.s promenade s.p.a.ce which was covered in by C deck. From this promenade s.p.a.ce 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 s.p.a.ce came a block of 50 first-cla.s.s staterooms. This surrounded the forward funnel. The main first-cla.s.s 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 s.h.i.+p. The dining saloon occupied 112 feet, and was between the second and third funnels. Abaft this came the first-cla.s.s pantry, which occupied 56 feet of the length of the s.h.i.+p. The reciprocating engine hatch came up through this pantry.

Aft of the first-cla.s.s pantry, the galley, which provides for both first and second cla.s.s pa.s.sengers, occupied 45 feet of the length of the s.h.i.+p.

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-cla.s.s pantry and other s.p.a.ces used for the saloon service of the pa.s.sengers. On the starboard side abreast of these there was a series of rooms used for hospitals and their attendants. These s.p.a.ces occupied about 54 feet of the length. Aft of these was the second-cla.s.s saloon occupying 70 feet of the length. In the next 88 feet of length there were 38 second-cla.s.s rooms and the necessary baths and lavatories. From here to the stern was accommodation for third-cla.s.s pa.s.sengers and the main third-cla.s.s lavatories for the pa.s.sengers in the after end of the s.h.i.+p. 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-cla.s.s pa.s.sengers; further aft again came the forward third-cla.s.s lavatories. Immediately aft of this was a pa.s.sageway right across the s.h.i.+p communicating directly with the ladderways leading to the decks above and below and gangway doors in the s.h.i.+p's side. This pa.s.sage was 9 feet wide at the sides and 15 feet at the center of the s.h.i.+p.

From the after end of this cross pa.s.sage main alleyways on each side of the s.h.i.+p 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 pa.s.sage for the crew and third-cla.s.s pa.s.sengers and was known as the working pa.s.sage. In this pa.s.sage at the center line in the middle of the length of the s.h.i.+p direct access was obtained to the third-cla.s.s dining rooms on the deck below by means of a ladderway 20 feet wide. Between the working pa.s.sage and the s.h.i.+p'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 pa.s.sage access was obtained to both engine rooms and the engineers' accommodation, some third-cla.s.s lavatories and also some third-cla.s.s accommodation at the after end. There was another cross pa.s.sage at the end of this accommodation about 9 feet wide, terminating in gangway doors on each side of the s.h.i.+p. The port side of it was for third-cla.s.s pa.s.sengers and the starboard for second cla.s.s. A door divided the parts, but it could be opened for any useful purpose, or for an emergency. The second-cla.s.s stairway leading to the boat deck was in the cross pa.s.sageway.

The pa.s.sage on the starboard side ran through the first and then the second-cla.s.s accommodation, and the forward main first-cla.s.s stairway and elevators extended to this deck, whilst both the second-cla.s.s main stairways were also in communication with this starboard pa.s.sage. There were 4 first-cla.s.s, 8 first or second alternatively, and 19 second-cla.s.s rooms leading off this starboard pa.s.sage.

The remainder of the deck was appropriated to third-cla.s.s accommodation.

This contained the bulk of the third-cla.s.s accommodation. At the forward end of it was the accommodation for 53 firemen const.i.tuting the third watch. Aft of this in three water-tight compartments there was third-cla.s.s 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-cla.s.s dining room.

The third-cla.s.s stewards' accommodation, together with the third-cla.s.s 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-cla.s.s staterooms. These communicated direct with the second-cla.s.s main stairways. The after compartments contained third-cla.s.s accommodation. All s.p.a.ces 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-cla.s.s accommodation in 26 rooms for 106 people. The next water-tight compartment contained the first-cla.s.s baggage room, the post-office accommodation, a racquet court, and 7 third-cla.s.s rooms for 34 pa.s.sengers. From this point to the after end of the boiler room the s.p.a.ce 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 s.h.i.+p'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-cla.s.s pa.s.sengers in 60 rooms; this deck was the lowest on which any pa.s.sengers 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 s.h.i.+p'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 s.p.a.ces below G deck were cargo holds or 'tween decks, seven in all, six forward and one aft. The firemen's pa.s.sage, 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 s.h.i.+p, and also the steam pipes conveying steam to the windla.s.s 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 s.p.a.ce 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-cla.s.s pa.s.sengers, and at the same time 510 second-cla.s.s pa.s.sengers and 1,022 third-cla.s.s pa.s.sengers. Some of the accommodation was of an alternative character and could be used for either of two cla.s.ses of pa.s.sengers. In the statement of figures the higher alternative cla.s.s has been reckoned.

This makes a total accommodation for 2,566 pa.s.sengers.

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 pa.s.sengers to the boat deck._--The following routes led directly from the various parts of the first-cla.s.s pa.s.senger accommodation to the boat deck: From the forward ends of A, B, C, D, and E decks by the staircase in the forward first-cla.s.s 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-cla.s.s pa.s.sengers forward of mids.h.i.+ps on B, C, and E decks.

First-cla.s.s pa.s.sengers abaft mids.h.i.+ps on B and C decks could use the staircase in the after main entrance to A deck, and then could pa.s.s out onto the deck and by the mids.h.i.+ps 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 pa.s.sengers on E deck in the same divisions who could use the forward first-cla.s.s main stairway and elevators.

Second-cla.s.s pa.s.sengers on D deck could use their own after stairway to B deck and could then pa.s.s up their forward stairway to the boat deck, or else could cross their saloon and use the same stairway throughout.

Of the second-cla.s.s pa.s.sengers 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-cla.s.s pa.s.sengers. If, however, the water-tight door at the end of their compartment was closed, they pa.s.sed 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-cla.s.s pa.s.sengers 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 pa.s.s through M water-tight bulkhead to the forward second-cla.s.s main stairway. If this door were closed, they could pa.s.s by the stairway up to the serving s.p.a.ce at the forward end of the second-cla.s.s saloon and go into the saloon and thence up the forward second-cla.s.s stairway.

Pa.s.sengers between M and N bulkheads on both E and F decks could pa.s.s directly up to the forward second-cla.s.s stairway to the boat deck.

Pa.s.sengers between N and O bulkheads on D, E, F, and G decks could pa.s.s by the after second-cla.s.s stairway to B deck and then cross to the forward second-cla.s.s stairway and go up to the boat deck.