MR. BALFOUR: I am what we call a traveling inspector; I do shore duty, and I am sent to fit out ships at any place where that service is required. Traveling inspectors at times take charge of inspections. We are attached to particular ships. For instance, I am now attached to the Baltic. It is a part of our duty to fit up stations to control traffic on the ocean.
SENATOR SMITH: Where were you on the 14th and 15th of April, 1912; that is, Sunday and Monday?
MR. BALFOUR: We were just 243 miles southeast of the position of the Titanic when we first got her C.Q.D. call, about 11 o'clock, New York time, Sunday evening. We got the C.Q.D. call giving his position, just saying "Struck an iceberg," giving his present position, and saying that he required immediate assistance. We did not acknowledge it direct then, but simply warned the bridge in the usual course; the ship turned around, and we took the first opportunity, which was a couple of minutes later, or it may have been five minutes later, to advise the Titanic that we were coming.
The next we heard from her was about 10 minutes later. I have here an extract from my book giving everything chronologically, just as the operator on the Californian did. These times are taken from our ship's clock, and we subsequently found that my clock is fast. As near as we can come to the fixed time, it was less than 11 o'clock. We received this message at 11 o'clock, New York time. We work always on New York time. We received a message saying the Titanic had struck an iceberg, and required immediate assistance, giving us her position, 41-degrees 46-minutes north, 50-degrees 14-minutes west. That message was sent immediately to the bridge, with instruction to call the officer of the watch immediately. Capt. Ranson, so far as I know, was immediately called out, and about 11:08 or 11:09 the officer came down from the bridge, in the usual course, to verify the position, and to see if I had got any additional information.
At 11:10 we heard a C.Q. message coming from the Titanic ­ that is, a message sent to all stationssaying, "Capt. Smith says. "Get all your boats ready. Sinking'."
I brought all the papers, in case you might want them. This is really the log that I have here. This is an exact copy of the log that I have made for the board of trade.
SENATOR SMITH: I think we had better have a copy of that.
MR. BALFOUR: The times given here are times by the clock, but you can accept these times as approximate times, if you wish to. I think I had better start to read this again. I am reading from the log:
11:10 p.m. ­ Jamming bad, but hear Titanic, very faint, calling Olympic. Latter strong; freaky. Hear Caronia calling. He tells me Titanic requires immediate assistance.
SENATOR SMITH: Do you know where the Caronia was at that time?
MR. BALFOUR: Yes; she was perhaps 600 miles farther east than we were. [Continuing reading:]
He tells me Titanic requires immediate assistance. Gives position as 41 degrees 46 minutes north; 50 degrees 40 minutes west. I advise bridge and call Titanic, but am unable to gain his attention. He appears to be tuned to the Olympic, and cuts me out.
Then comes this. At 11:20 was that message to the bridge, "Capt. Smith says. 'Get all your boats out. We are sinking.'"
11:35. ­ Titanic sends C.Q. message, "We are getting the women off in small boats."
I advised Titanic we are coming to his rescue ­ coming to his "assistance," is what I said.
Caronia repeated my message to him, which was acknowledged by Phillips, of the Titanic.
The next message we received from him was about 11:45, a C.Q. message, saying "Engine room getting flooded." That message was sent twice, and at the end of the second message, in the middle of the word "flooded," his motor ran down. That was probably, I suppose, when the water rose to the dynamo in the engine room. After that we simply stood by, listening to all messages.
12:10 a.m. ­ that is, Monday, April 15 ­ I had signals with the Amerika and with the Prinz Friedrich Wilhelm, and told them to stand by. They called up after taking the long distance, and of course we had to tell them to stand by, to give us a chance of getting at the Titanic.
At 1:05 the Virginian was calling the Titanic and the Olympic.
At 2:10 the Prinz Friedrich Wilhelm called C.Q. I told him to stand by on phones for C.Q.D. call and not touch the key.
At 3:05 the station at Eastport, Me. call letters W.Q., was asking the Frankfurt in re C.Q.D. calls. This station had been jamming all the night. Jamming is a term we use to indicate interferences; trying to get in; trying to get the way through.
They were talking about things not really having to do with the rescue.
SENATOR SMITH: How far was Eastport, Me., from you?
MR. BALFOUR: I could not exactly say. It is on the Bay of Fundy. It is a very far and it is a very freaky station. You can hear it almost half way cross the ocean.
At 3:05, as I say, the station at Eastport, Me., asked the Frankfurt in re C.Q.D. calls.
At 5:05 we had the first signals with the Carpathia, but were unable to work him, owing to persistent jamming by the Californian who was talking all the while. That was 5:05, New York time. We would be, then, somewhere about 130 miles from the field of the Titanic disaster.
SENATOR SMITH: Do you know how far away the Californian was?
MR. BALFOUR: Yes; I read about in the papers.
SENATOR SMITH: She was within 15 miles.
MR. BALFOUR: I wish we had been there. We would have had those people.
At 5:30 the Californian was persisting in talking to the steamship Birma. It was impossible to work.
At 5:45 a.m. the Antillian called C.Q. She was told to stand by. C.Q. is the general call for all stations. C.Q.D. was the old call for danger. C.Q. is the general call, and every station which hears that call must reply to it.
At 6:55 we signaled the Carpathia, but could do nothing for jamming by the Californian and the Birma.
At 7:10 a.m. in communication with Carpathia. Exchange traffic in re passengers, and get instructions to proceed to Liverpool. We turn around at 7:15 a.m. We have come west 134 miles.
That was in the direction of the Titanic. We had come back 134 miles.
I saw some reports, Senator, about the messages from the Carpathia. Perhaps you would like to have those.
SENATOR SMITH: I would, and the hour when each was sent, and to whom it was addressed.
MR. BALFOUR: About 6:30 a.m. we got an unofficial message from the Carpathia to the Baltic:
The Titanic has gone down with all hands, as far as we know, with the exception of 20 boatloads, which we have picked up. Number not accurately fixed yet. We can not see any more boats about at all.
That was sent from the operator of the Carpathia to the captain of the Baltic. That went to Captain Ranson.
In reply, the captain sent that message:
Can I be of any assistance to you as regards taking some of the passengers from you? Will be in the position about 4:30. Let me know if you alter your position. Commander Baltic
At 7:10 we received a message from the Carpathia, from the captain of the Carpathia to the captain of the Baltic:
Am proceeding for Halifax or New York, full speed. You had better proceed to Liverpool. Have about 800 passengers aboard.
That was the last communication we had with the Carpathia, but the Californian and the Birma were talking throughout the morning up to, practically, 1 o'clock. At that time we were out of touch with the Carpathia and the other ships around there.
SENATOR SMITH: When that message was received from the Carpathia at 6:30, how far were you from the Carpathia?
MR. BALFOUR: About 124 miles.
SENATOR SMITH: What did you do with the information that you got in that message?
MR. BALFOUR: That was sent to the commander, Capt. Ranson.
SENATOR SMITH: What was done with it?
MR. BALFOUR: It was kept in his room.
SENATOR SMITH: Was it sent to any shore station?
MR. BALFOUR: No.
SENATOR SMITH: Or to any other ship?
MR. BALFOUR: No, sir; we never communicated with any shore station or any ship until we got into Crook Haven, advising about his return.
SENATOR SMITH: Did you get at any time, over your instrument, that message [handing witness telegram dated April 17, 1912, reading: "Deeply regret advise you Titanic sank this morning after collision iceberg, resulting serious loss life. Further particulars later. Bruce Ismay']?
MR. BALFOUR: [after examining telegram]. No; I did not hear that at all.
SENATOR SMITH: Did you express any desire to communicate the message conveying the fate of the Titanic, and the number of those saved, to any other ship or station?
MR. BALFOUR: No; we refused all information to all ships.
SENATOR SMITH: Why?
MR. BALFOUR: We were not directly interested in the Titanic, and it is against the regulations to give that information. Another thing, it is very undesirable to give the information to all the ships coming along.
SENATOR SMITH: Why?
MR. BALFOUR: There is no use giving it to strange ships. It would be of no use to them.
SENATOR SMITH: What would you have done if you had been on the Carpathia, with this information that was so much desired by the people of the whole world?
MR. BALFOUR: I should have advised the Marconi Co. officially in New York, as we are supposed by the special regulations of the company to do ­ to advise them ­ and they will give it out to the press.
SENATOR SMITH: If it had been impossible for you to have reached a coast station, would you have sent it to other ships which were west of the Carpathia and nearer to coast stations?
MR. BALFOUR: Most certainly I should have done it.
SENATOR SMITH: It would have been perfectly practical and could have been done under the rules, to have given that to the Californian?
MR. BALFOUR: Every Marconi station is supposed to assist in relaying the traffic of other ships.
SENATOR SMITH: How can you account for the failure of the Carpathia operator to do that?
MR. BALFOUR: I could not account for it, unless perhaps he lost his head a bit.
SENATOR SMITH: Such information as this you would regard as public information of the highest character?
MR. BALFOUR: Absolutely; the same as at the time of the Republic disaster we took the first opportunity of advising the land of what had happened.
SENATOR SMITH: You could with certainty have communicated that 6:30 message regarding the fate of the Titanic?
MR. BALFOUR: Yes; but we were not in touch with the land.
SENATOR SMITH: Considering the fact that you had a powerful apparatus, it seems to me that would have been the natural thing to have done.
MR. BALFOUR: No; we could not do it. We could not communicate with the land at all. We had lost the land. Our range is only about 250 miles during the day, and we were something like 500 miles away from Cape Race.
SENATOR SMITH: So that you would have been obliged to relay it?
MR. BALFOUR: Yes, absolutely. Then, of course, the Carpathia being the ship mostly concerned, and she going westward to New York, being in touch with the Olympic, the natural thing for her to do would be to relay her stuff to the Olympic, and for that ship to relay it to the land. If we had undertaken to communicate with Cape Race, we would have been meddling, possibly, with the more important communication of the Carpathia with the Olympic, with the actual statement of the people. We only had this general statement to go on.
The regulations under which we work distinctly state as follows:
AVOIDANCE OF INTERFERENCE.
8. Another general obligation which is imposed on all stations alike, and which is regarded as of the highest importance, is that they shall interfere as little as possible with the working of other stations. The rules of working are largely designed to prevent such interference
Then we come to this other rule, under the head of "Distress signal," which reads as follows:
(d) Failing any mention of a particular station in the signal of distress, any station which receives the call is bound to answer it.
In doing this ships must beware of interfering with each other, and not more than one ship should answer if it is found that confusion results. A ship which knows from the strength of the signals of distress that she is near the ship requiring assistance should take precedence in answering and taking the necessary steps with regard to the distress signal.
That is the regulation. Therefore, under that regulation, as I had no definite information to give, the next best thing was to stand by.
SENATOR SMITH: Do you know of the practice or custom that has grown up among wireless operators of monopolizing and selling the information which they have by reason of their position, for their own advantage?
MR. BALFOUR: Yes; I have heard of it and I very much resent it, because it is a distinct infringement of their oath of secrecy.
SENATOR SMITH: And it is bad morals, as well?
MR. BALFOUR: It is bad morals for the service; and, as far as I am personally concerned, I do not think it is the right thing.
Before I came into the Marconi service I was for 15 years in the British post office telegraph service, and I consider that the selling of information is a violation of the oath of secrecy. It most certainly is, according to the law.
At the time of the Republic disaster, the only message we sent ashore was by the authority and with the full permission of the commander of the Baltic, Capt. Ranson. We were offered from one to five dollars per word if we would send an exclusive story ashore. Even after receiving permission from the shore to send it, we would not so without the authority of the captain. That is the strict regulation. No Marconi operator is supposed to send anything ashore referring to the ship, or anything like that, without the permission of his commander.
SENATOR SMITH: I supposed that is done, notwithstanding the injunction?
MR. BALFOUR: I am afraid it is. What I have stated has been the principle on which I have acted throughout. I have been fighting for the position of the Marconi operators. We have got a very tough fight on with the shipping officials, and I believe you can not put up a proper fight unless you have your hands absolutely clean. We have a very, very, uphill fight. I do not suppose anybody has had any more experience in the telegraph service than I have, and I rather resent this thing of being put down as a junior or petty officer on the ship. You can not possibly have the confidence of your captain if you are going to do things behind his back.
