CONSORT SHIPS.
[To TAE EDITOR OF TUE "SPECTATOR."] Sra,—Mr. J. W. Gordon's views as to the best means of preventing disaster at sea are evidently not the result of profound study of either naval architecture or naval methods. It would be difficult enough in all conscience to design a 1,000- ton ship capable of sustaining a speed of 22-23 knots (the speed of the ' Titanic ') even if smooth water were guaranteed, much less one of 25 knots. If such a ship could be built, which I doubt, she would be no more than a box full of engines, boilers, and coal, whereas Mr. Gordon would like her to be capable of taking off all the 3,000 people of the ' Titania' and carrying stores for that number for, pre- sumably, some 1,000 knots' steaming ! Has he ever reflected that even a moderate degree of bad weather would reduce the speed of the small ship by several knots, which the huge bulk and length of the Titania' would take no account of P In the Navy, when ships are sent for long voyages in company, almost all the steaming is done at about twelve knots an hour, and when a large ship is sent to convoy a small one over a long stretch without a chance of coaling the speed is almost always less even than this owing to the fact that the small ship, though built for thirty knots for short periods, cannot early enough coal for more than a few hours at high speed. To illustrate the increase of power (and therefore coal) necessary for an increase of speed I may mention that the ' Terrible ' needs about 2,600 horse-power for eleven knots, while to double this speed she has to use 25,000, that is, about ten times the power for double the speed.
The one fact that has stuck in the mind of the public seems to be that the Titanic' did not carry enough boats to take off all the passengers. Although the naval architect would probably admit that too great faith has been placed in the strength of these big ships, it is unlikely that he will admit that the provision of multitudes of boats is the beat insurance against future loss of life. At the inquiry that will shortly be held we shall probably find those who know most about it pointing out that the Titanio's ' boats were very lucky to have smooth water, and that any number of boats would be of small use in heavy weather when crammed with people.
The most probable reforms will be (1) an alteration of the " lanes " at present used, (2) the constant attendance of a wireless operator in each ship, (3) more stringent rules as to speed when onoo ice has been reported or in thick weather, (4) more drill, not only in lowering boats, but in managing them. Perhaps, also, the double bottoms of future ships will be extended further on each side than is usual at present. The' Mauretania' and 'Lueitania' are, I believe, exceptionally well provided in this respect.
One day there will be a disaster to one of the big Atlantic liners that race up Channel in thick weather. At present the captains say, " Well, if I refuse to do it, they will find some one else who will."
In the chief types of disaster at sea, namely, fire, collision with another ship, collision with an iceberg, and running ashore, the chance of the ship going down at once is very small indeed, and boats would be able to make several journeys, for wireless would bring ample assistance in a very short time if the simple precaution were taken to have an operator constantly on duty in each ship. It would, more. over, be easier to arrange for the proper manning of the boats by the ship's officers and crew if the total number were not so large.—I am, Sir, &c., GEOFFREY PARRATT. The Cloisters, Windsor Castle.
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