Packet of typescript "Reports of obstruction to Navigation sent to Captain Smith," compiled by the White Star Line's law firm Hill Dickinson & Co. of Liverpool following the Titanic disaster, seven pages, 8.25 x 13.25, plus one page headed "Extract from Instructions given to Commanders in the Canadian Service respecting Field Ice." The documents record memos sent to Captain Smith between March 9 and April 10, 1912, detailing the latitude and longitude of wreckage observed by other vessels; these documents make no mention of icebergs, but record a variety of obstacles deemed detrimental to the safe passage of the Titanic.
The first, dated March 9, 1912, addressed to "The Commander, s.s. 'Titanic,'" in part: “'Belfast Feb. 29th. Howth Head (s) from New Orleans arrived here today reports on Feb. 20, 6.50 a.m. 42.57 N, 57.21 W, passed a spar projecting about 5 feet out of the water, and surrounded by a mass of wreckage and from above position for a distance of 50’ E.N.E. passed through numerous pieces of wreckage tree trunks and undressed spars or logs.’”
The second report, on March 13, reads, “’British steamer Bengore Head…which passed the Tuskar March 7, reported having on board the crew of the Norwegian barque Illawarra, Leith for Valparaiso, which vessel was abandoned in Lat. 50.51 N, Long. 12.49 W, dangerous to navigation.’”
A week later, on March 20, a report concerning three submerged vessels and floating logs, in part: “’Louisiana (s) reports Feb. 23 lat. 32.44 N. long. 78.37 W. in 20 fathoms passed close to a wreck, with about 25 feet of a heel of a mast projecting out of water fast to wreckage. Could see under water what appeared to be sails.’”
The fourth and fifth reports, dated March 27 and April 6, are the first officially addressed to “Captain E. J. Smith,” and concern submerged ships with masts projecting from the water.
The final report, dated April 10—the day Titanic departed on its maiden voyage—notes three sunken wrecks, in part: “’Galway, April 8, French steamer ‘La Touraine,’ from New York, reports by wireless that in lat. 40.56 long. 66.18 she passed a broken mast emerging vertically, very dangerous.’” The extract concerning field ice reads, in full: "Field Ice may be met off the Eastern edge of the bank, across the bank, and along the South Coast of Newfoundland. This is often very heavy and should not be entered unless it is obviously in loose patches. Lanes in the ice often come to an end and it is unwise to enter them unless clear water can be seen beyond. It is usually the safest course to go South to get round the field ice, and Commanders have permission to use their discretion to deviate from the track under such circumstances." In very good condition, with heavy overall wrinkling, creasing, and dampstaining.
Before he replaced Captain Herbert Haddock as commander of the RMS Titanic on April 1st, Captain Smith twice played a role in the postponement of the ill-fated ship’s maiden voyage. As captain of the RMS Olympic, the older sister ship of the Titanic, Smith collided with the British Cruiser the HMS Hawke on September 20, 1911, and then lost a propeller blade during a crossing in February 1912—mishaps which pushed the ship’s subsequent departure date to April 10th. Five days later, on April 15, the Titanic sunk at the coordinates of 41.7 N, 49.9 W. Some of the reports included in this packet refer to potentially harmful waters in relative close proximity to Titanic's intended course of travel. Interestingly, although these reports inform of numerous submerged vessels and two instances of floating logs, there remains a notable absence of ice warnings. The extract concerning field ice, which is separate from the packet of obstacle reports, was discussed during testimony given by Joseph B. Ismay when he was examined by Sir Robert Finlay during the British Wreck Commissioner's Inquiry.
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