Voices from the Titanic (5 page)

The propeller driven by the turbine is built solid, of manganese bronze with four blades, the diameter being 16 feet 6 inches. It is designed to run at 165 revolutions per minute when the power developed is 16,000 shaft-horsepower. As usual with turbine condensers, the inlet is of the full length of the condenser, and is
well stayed vertically by division plates. In line with these there are in the condenser corresponding division plates, which secure an equal distribution of steam over the whole of the condenser tube area. The pear shape concentrates the tube surface at the point where the largest volume of steam is admitted where it is most needed.

There are four sets of gunmetal circulating pumps, two for the port and two for the starboard condensers, with 29-inch inlet pipes and driven by compound engines of Harland & Wolff's own make. For each condenser there are two sets of Weir's air pumps of the ‘dual' type, both air and water-barrels being 36 inches in diameter by 21 inches stroke.

For generating electric current, both for light and power, four 400-kilowatt engines and dynamos are fitted in a separate water-tight compartment aft of the turbine room at tank-top level. The engines, which indicate each about 580 horse-power, are of the Allen vertical three-crank compound, enclosed forced lubrication type, running at 325 revolutions per minute. Each set has one high-pressure cylinder, 17 inches in diameter, and two low-pressure cylinders, each 20 inches in diameter, with a 13-inch stroke. They take steam at 185 pounds pressure per square inch. The engines exhaust either into a surface heater or to the condenser. Each engine is direct-coupled to a compound-wound, continuous-current dynamo, with an output of 100 volts and 4,000 amperes. Their collective capacity is 16,000 amperes. The dynamos are of the ten-pole type, and are fitted with inter-poles.

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 deck, 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)

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'.