The Loss of the SS. Titanic: Its Story and Its Lessons, by One of the Survivors

The range of the apparatus might well be extended, but the principal defect is the lack of an operator for night duty on some ships. The awful fact that the Californian lay a few miles away, able to save every soul on board, and could not catch the message because the operator was asleep, seems too cruel to dwell upon. Even on the Carpathia, the operator was on the point of retiring when the message arrived, and we should have been much longer afloat—and some boats possibly swamped—had he not caught the message when he did. It has been suggested that officers should have a working knowledge of wireless telegraphy, and this is no doubt a wise provision. It would enable them to supervise the work of the operators more closely and from all the evidence, this seems a necessity. The exchange of vitally important messages between a sinking ship and those rushing to her rescue should be under the control of an experienced officer. To take but one example—Bride testified that after giving the Birma the “C.Q.D.” message and the position (incidentally Signer Marconi has stated that this has been abandoned in favour of “S.O.S.”) and getting a reply, they got into touch with the Carpathia, and while talking with her were interrupted by the Birma asking what was the matter. No doubt it was the duty of the Birma to come at once without asking any questions, but the reply from the Titanic, telling the Birma’s operator not to be a “fool” by interrupting, seems to have been a needless waste of precious moments: to reply, “We are sinking” would have taken no longer, especially when in their own estimation of the strength of the signals they thought the Birma was the nearer ship. It is well to notice that some large liners have already a staff of three operators.

Submarine signalling apparatus

There are occasions when wireless apparatus is useless as a means of saving life at sea promptly.

One of its weaknesses is that when the ships’ engines are stopped, messages can no longer be sent out, that is, with the system at present adopted. It will be remembered that the Titanic’s messages got gradually fainter and then ceased altogether as she came to rest with her engines shut down.

Again, in fogs,—and most accidents occur in fogs,—while wireless informs of the accident, it does not enable one ship to locate another closely enough to take off her passengers at once. There is as yet no method known by which wireless telegraphy will fix the direction of a message; and after a ship has been in fog for any considerable length of time it is more difficult to give the exact position to another vessel bringing help.

Nothing could illustrate these two points better than the story of how the Baltic found the Republic in the year 1909, in a dense fog off Nantucket Lightship, when the latter was drifting helplessly after collision with the Florida. The Baltic received a wireless message stating the Republic’s condition and the information that she was in touch with Nantucket through a submarine bell which she could hear ringing. The Baltic turned and went towards the position in the fog, picked up the submarine bell-signal from Nantucket, and then began searching near this position for the Republic. It took her twelve hours to find the damaged ship, zigzagging across a circle within which she thought the Republic might lie. In a rough sea it is doubtful whether the Republic would have remained afloat long enough for the Baltic to find her and take off all her passengers.

Now on these two occasions when wireless telegraphy was found to be unreliable, the usefulness of the submarine bell at once becomes apparent. The Baltic could have gone unerringly to the Republic in the dense fog had the latter been fitted with a submarine emergency bell. It will perhaps be well to spend a little time describing the submarine signalling apparatus to see how this result could have been obtained: twelve anxious hours in a dense fog on a ship which was injured so badly that she subsequently foundered, is an experience which every appliance known to human invention should be enlisted to prevent.

Submarine signalling has never received that public notice which wireless telegraphy has, for the reason that it does not appeal so readily to the popular mind. That it is an absolute necessity to every ship carrying passengers—or carrying anything, for that matter—is beyond question. It is an additional safeguard that no ship can afford to be without.