Hello David. Nice to see a bit of cut and thrust in the 'game'. After all, this is what it's all about. I hope that you take note that I do not dismiss your ideas out of hand. I admire your for your tenacity, even if I don't entirely agree with you. I will change my mind if you convince me with hard and fast fact. Meantime, I answer in the same manner as before.
" the wording is "every 30 minutes" which in the Edwardian meant every 30 minutes no matter how the clock was adjusted.
I was trained by men who actually served in the UK MN during 1912. What the 'Company' wanted and what was done at sea were two entirely different things. The British B.o.T Rules governed the way an MN ship was run at sea. They were the ones who decided whether you worked or did not. Edwardian standards had nothing to do with it. The same thing happened during my entire 55 years in the business. That's why..
There is no reference in the rule book as to the o'clock time when the comparisons must start or be done.
As for
Here's how I see it --
Here's how it was done in every ship I ever served on:
About 30 minutes before the end of the Watch the QM would tell the OOW that he intended leaving the bridge to check the compass lamps before the Standard Compass check which would be perform at or shortly before 1 bell adjusted time(15 minutes before actual change of Watch) The end of the Watch on
Titanic was at 12-24 am April 14 time therefore Olliver would leave the bridge at 11-54 pm April 14 time
Under normal circumstances; after trimming the lamp on the compasses (he would check the three in the vicinity of the bridge) Olliver would return to the Wheelhouse/Chartroom and report to Moody. Shortly after that, he would go below and call the 12-4 am Quartermasters. That would be minutes before 11-45 pm (adjusted time).
Shortly after Olliver had left the bridge, Boxhall would go out onto the bridge wing and tell Murdoch that he, Boxhall, was leaving the bridge to go and have a cuppa before the compass check just before 1 bell. While having his tea, he would make sure there was hot water in the mess room for the in-coming Watch Officers, Pitman and Lowe.
Six minutes after Olliver and Boxhall had left - At midnight, April 14 - Moody set the master clock back 24 minutes. The clock then showed 11-36 pm. If all had gone well and the ice had not materialised in front of the ship, then 9 minutes after that, Moody would sound 1 bell to warn those on Watch that they had 15 minutes work remaining and that all deck work should be brought up to date for the on-coming next Watch. Moody would then get ready to do a Standard compass check with Boxhall.
At the moment 1 bell was sounded, the Crew Mess-room clock would show 11-45pm. For this reason if for nothing else, there would not have been a full set back of clocks made at Midnight April 14 as you suggest. Just imagine the chaos.
Unaltered clocks would show 9 minutes past midnight. Partially altered ones would show 11-45 pm and fully altered ones would show 11-22 pm. How on earth would any sleepy-eyed Watch-keeper know whether he had been call early, late or on time? Believe me, the first and last options were considered by sailormen to be crimes worthy of punishment by keel-hauling.
Your quote from Olliver is proof of the 11:37 crew time of the 2400 hrs April 14th comparison.
Exactly! 11-37 crew time was 1 minute after midnight April 14 time and 8 minutes before 1 bell was to be sounded. However 3 minutes after 11-37pm
Titanic met with that iceberg.
David, I can assure you (but don't take my word for it) that on a passenger ship, there was no way that Murdoch or any other bridge officer would have allowed his standby QM to leave the bridge before it was absolutely necessary for him to do so.
Incidentally, the only military-type 'must' on any UK MN vessel is obedience to a lawful order by the master or one of his officers. To disobey is mutiny.
As far as the fix obtained from Lightoller's 7:30 stars...there is no evidence one way or another. We know the work of resolving those stars was left to Boxhall when Pitman went off duty. But, we also know from Boxhall that he was kept hopping by requests from Captain Smith for navigational information and ice reports. As I see it, it's as likely the stars were not resolved as it is they were. But, it's not significant here because any reasonable reconstruction of Titanic's dead reckoning shows it was as close to dead on course as 1912 equipment and techniques would allow.
I take it that you completely discount the following evidence given under oath by Boxhall on Day 13 of the British Wreck Commissioner's Inquiry?
"15674...............When you looked at the 7.30 position as marked on the Captain's chart, would you say whether there was any mark of ice on the chart? A: - I do not remember looking at the Captain's position on the chart. I was standing by the door when he put it on. I could see my work on the chart in the distance, but I do not remember examining the thing closely.
15675. He put it on himself as representing his 7.30 position? A: - Yes.
Keep in mind the power wielded by the Wreck Commissioner, David. One sniff of dishonesty on the part of Boxhall would have resulted in him being permanently beached. None of the Titanic men were the least bit over-awed by the Senate lads but the Commissioner was a different kettle of fish - a peer of the realm and High Court Judge of to boot. In 1912 these people at on the right hand of God himself as far as the humble sea-fairer was concerned.
"What is not speculation is that we do not know with certainty the deviation of the steering compass. It is quite possible the course written corresponded not with 266 PSC, but 255 on the standard compass."
Err, no David. QM Hichens was given a course of N 71 W at 10 o'clock when he took over from QM Olliver. If the ship was meant to make 266 True then the total compass error was 289 minus 266 = 23 degrees. I remind you that total compass error is in two parts; Deviation and Variation. We know that at that time, the magnetic variation was about 25.25 degrees West. Therefore the deviation was 2.25 degrees; a value which is actually rather high in a new ship which had recently had it's compasses adjusted. A good adjuster would have all but removed any deviation on a West heading. I would have expected a deviation of about 1 degree or thereabouts.
Jim, you would have to predict at least the longitude of your ship at true midnight to know the amount of extra time to be split between the two watches. I suppose you could predict the next noon, but too much could interfere with making such a long-range prediction come true.
Sorry, but no again, David. The normal practice as to how much the clocks need to be adjusted was done as follows:
From the Noon position one day to the Noon position the next, calculate an average speed based on expected conditions. With this speed and the planned courses to be steered during the next 24 hours, calculate a DR longitude for the following noon. Find the difference between the two noon longitudes. Convert that difference to time. I can do no better than by using
Titanic. as an example However I cheat a little.
Since the planned clock change was 47 minutes, and since
Titanic was at about 44-34'West at Noon on April 14, we can calculate that Captain Smith expected to change his longitude by 11 degrees 45 minutes and expected to be at 56-18 West at Noon on April 15. This littl sum also tells us what speed Smith expected to make between the two Noons. It is done this way.
I reckon he expected to cover 124 miles until he reached
The Corner. If he expected to be at 65-18 at Noon on April 15, then he expected to increase his westerly longitude by 9 degrees 18 minutes from 5-50pm. on April 14. That increase on a course of 265 True is equal to a distance of 391 miles. To this, add the 124 miles already covered to The Corner and we have an expected total distance steamed between the two Noons of 535 nautical miles. Since this would be covered in 24 hours 47 minutes, Smith did not expect his average speed to be more than 21.6 miles. Thus proving he did not plan a speed run before Noon on Monday, April 15.
However, my little demonstration aside; the estimated midnight longitude was of no navigational value. However it was essential to know the approximate Noon longitude for the following day. If for no other reason than to be able to estimate the time when the sun would be due south and therefore an approximate time to start taking Noon sights. The closer the estimated time for Noon, the less 'tweaking'.
It would only make sense to predict the midnight longitude. That way, the clocks would be nearly correct for the next day's noon and only a small bit of tweaking would be needed at noon.
But David, navigators did not work in ship's time, they used GMT from the chronometer and a personal time piece synchronised with the chronometer. Everything in their work books was in terms of GMT. In that way they did not become confused with alterations to actual time on board ship. In fact it is highly likely that Pitman, Boxhall, Lowe and Moody had GMT on their personal time pieces. I know for sure that Lowe
did carry GMT.
As a matter of interest, have a look at important events in the light of GMT.
0302 GMT:
Titanic hits iceberg.
0303 GMT; Boxhall goes below on his first inspection.
0312 GMT: Smith receives bad news from the Carpenter.
0315 GMT: Smith takes first distress position to wireless room. Bride in act of relieving Phillips
0327 GMT: Smith orders boats uncovered.
1547 GMT: Boxhall takes amended distress position to the wireless room. Steam continues to roar from relief valves.
The above would not work if
Titanic's clocks had not been adjusted,
Conventional wisdom forces us to assume that the bridge watch wanders about ad lib doing what it pleases when it pleases. Not so.
We must never be forced to come to any conclusion. I'm sure you know that to ass-u-me. Makes one of those long eared creatures out of U and ME.
The problem with such wisdom is that the conventional part does not include practical knowledge of the subject matter. Consequently, some of the pitfalls are bottomless caverns. I'm equally sure you know what I mean.
Keep up the good work my friend. This discussion is refreshing after all the Jack 'n Rose nonsense.
You've no romance in you lad.
Jim C