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RMS Titanic departing Southampton on 10 April 1912
White Star Line
Port of registry:
17 September 1908
31 March 1909
31 May 1911 (not christened)
2 April 1912
10 April 1912
Radio callsign "MGY"
Foundered on 15 April 1912 on its maiden voyage
882 ft 6 in (269.0 m)
92 ft 0 in (28.0 m)
175 ft (53.3 m) (keel to top of funnels)
34 ft 7 in (10.5 m)
64 ft 6 in (19.7 m)
Two 3-blade wing propellers and one 4-blade centre propeller
Cruising: 21 kn (39 km/h; 24 mph). Max: 24 kn (44 km/h; 28 mph)
Passengers: 2,435, crew: 892
Lifeboats: 20 for 1,178 people
RMS Titanic was a passenger liner that sank in the North Atlantic Ocean on 15 April 1912 after colliding with an iceberg during her maiden voyage from Southampton to New York City. The sinking of Titanic caused the deaths of 1514 people in one of the deadliest peacetime maritime disasters in history. She was the largest ship afloat at the time of her maiden voyage. One of three Olympic class ocean liners operated by the White Star Line, she was built between 1909–11 by the Harland and Wolff shipyard in Belfast. She carried 2224 people.
Her passengers included some of the wealthiest people in the world, such as millionnaires John Jacob Astor IV, Benjamin Guggenheim and Isidor Strauss, as well as over a thousand emigrants from Ireland, Scandinavia and elsewhere seeking a new life in America. The ship was designed to be the last word in comfort and luxury, with an on-board gymnasium, swimming pool, libraries, high-class restaurants and opulent cabins. She also had a powerful wireless telegraph provided for the convenience of passengers as well as for operational use. Though she had advanced safety features such as watertight compartments and remotely activated watertight doors, she lacked enough lifeboats to accommodate all of those aboard. Due to outdated maritime safety regulations, she carried only enough lifeboats for 1,178 people – a third of her total passenger and crew capacity.
After leaving Southampton on 10 April 1912, Titanic called at Cherbourg in France and Queenstown, Ireland before heading westwards towards New York. On 14 April 1912, four days into the crossing and about 375 miles south of Newfoundland, she hit an iceberg at 11:40 pm (ship’s time; UTC-3). The glancing collision caused Titanic‘s hull plates to buckle inwards in a number of locations on her starboard side and opened five of her sixteen watertight compartments to the sea. Over the next two and a half hours, the ship gradually filled with water and sank. Passengers and some crew members were evacuated in lifeboats, many of which were launched only partly filled. A disproportionate number of men – over 90% of those in Second Class – were left aboard due to a "women and children first" protocol followed by the officers loading the lifeboats. Just before 2:20 am Titanic broke up and sank bow-first with over a thousand people still on board. Those in the water died within minutes from hypothermia caused by immersion in the freezing ocean. The 710 survivors were taken aboard from the lifeboats by the RMS Carpathia a few hours later.
The disaster was greeted with worldwide shock and outrage at the huge loss of life and the regulatory and operational failures that had led to it. Public inquiries in Britain and the United States led to major improvements in maritime safety. One of their most important legacies was the establishment in 1914 of the International Convention for the Safety of Life at Sea (SOLAS), which still governs maritime safety today. Many of the survivors lost all of their money and possessions and were left destitute; many families, particularly those of crew members from Southampton, lost their primary bread-winners. They were helped by an outpouring of public sympathy and charitable donations. Some of the male survivors, notably the White Star Line’s chairman, J. Bruce Ismay, were accused of cowardice for leaving the ship while women and children were still on board, and they faced social ostracism.
The wreck of the Titanic remains on the seabed, gradually disintegrating at a depth of 12,415 feet (3,784 m). Since its rediscovery in 1985, thousands of artefacts have been recovered from the sea bed and put on display at museums around the world. Titanic has become one of the most famous ships in history, her memory kept alive by numerous books, films, exhibits and memorials.
- 1 Background
- 2 Dimensions and layout
- 3 Features
- 4 Building and preparing the ship
- 5 Maiden voyage
- 6 Aftermath of sinking
- 7 Notables who did not Sail
- 8 Wreck
- 9 Legacy
- 10 Appendix
- 11 See also
- 12 References
- 13 External links
Titanic was the second of the three Olympic-class ocean liners – the others were the RMS Olympic and the RMS Britannic (originally named Gigantic). They were by far the largest vessels in the White Star Line’s fleet, which comprised 29 steamers and tenders in 1912. The three ships had their genesis in a discussion in mid-1907 between the White Star Line’s chairman, J. Bruce Ismay, and the American financier J. Pierpont Morgan, who controlled the White Star Line’s parent corporation, the International Mercantile Marine Co. The White Star Line faced a growing challenge from its main rivals Cunard, which had just launched Lusitania and Mauretania – the fastest passenger ships then in service – and the German lines Hamburg America and Norddeutscher Lloyd. Ismay preferred to compete on size rather than speed and proposed to commission a new class of liners that would be bigger than anything that had gone before as well as being the last word in comfort and luxury.
The ships were constructed by the Belfast shipbuilders Harland and Wolff, who had a long-established relationship with the White Star Line dating back to 1867. Harland and Wolff were given a great deal of latitude in designing ships for the White Star Line; the usual approach was for the latter to sketch out a general concept which the former would take away and turn into a ship design. Cost considerations were relatively low on the agenda and Harland and Wolff was authorised to spend what it needed on the ships, plus a five per cent profit margin. In the case of the Olympic-class ships, a cost of £3 million for the first two ships was agreed plus "extras to contract" and the usual five per cent fee.
Harland and Wolff put their leading designers to work designing the Olympic-class vessels. It was overseen by Lord Pirrie, a director of both Harland and Wolff and the White Star Line; naval architect Thomas Andrews, the managing director of Harland and Wolff’s design department; Edward Wilding, Andrews’ deputy and responsible for calculating the ship’s design, stability and trim; and Alexander Carlisle, the shipyard’s chief draughtsman and general manager. Carlisle’s responsibilities included the decorations, equipment and all general arrangements, including the implementation of an efficient lifeboat davit design.[a]
On 29 July 1908, Harland and Wolff presented the drawings to J. Bruce Ismay and other White Star Line executives. Ismay approved the design and signed three "letters of agreement" two days later authorising the start of construction. At this point the first ship – which was later to become Olympic – had no name, but was referred to simply as "Number 400", as it was Harland and Wolff’s four hundredth hull. Titanic was based on a revised version of the same design and was given the number 401.
Dimensions and layout
Side plan of RMS Titanic
Titanic was 882 feet 9 inches (269.06 m) long with a maximum breadth of 92 feet 6 inches (28.19 m). Her total height, measured from the base of the keel to the top of the bridge, was 104 feet (32 m). She measured 46,328 gross register tons and with a draught of 34 feet 7 inches (10.54 m), she displaced 52,310 tons.
All three of the Olympic-class ships had eleven decks (excluding the top of the officers’ quarters), eight of which were for passenger use. From top to bottom, the decks were:
Cutaway diagram of Titanic‘s midship section
- The Boat Deck, on which the lifeboats were positioned. It was from here in the early hours of 15 April 1912 that Titanic‘s lifeboats were lowered into the North Atlantic. The bridge and wheelhouse were at the forward end, in front of the captain’s and officers’ quarters. The bridge stood 8 feet (2.4 m) above the deck, extending out to either side so that the ship could be controlled while docking. The wheelhouse stood directly behind and above the bridge. The entrance to the First Class Grand Staircase and gymnasium were located midships along with the raised roof of the First Class lounge, while at the rear of the deck were the roof of the First Class smoke room and the relatively modest Second Class entrance. The wood-covered deck was divided into four segregated promenades; for officers, First Class passengers, engineers and Second Class passengers respectively. Lifeboats lined the side of the deck except in the First Class area, where there was a gap so that the view would not be spoiled.
- A Deck, also called the Promenade Deck, extended along the entire 546 feet (166 m) length of the superstructure. It was reserved exclusively for First Class passengers and contained First Class cabins, the First Class lounge, smoke room, reading and writing rooms and Palm Court.
- B Deck, the Bridge Deck, was the top weight-bearing deck and the uppermost level of the hull. More First Class passenger accommodation was located here with six palatial staterooms (cabins) featuring their own private promenades. On Titanic, the A La Carte Restaurant and the Café Parisien provided luxury dining facilities to First Class passengers. Both were run by subcontracted chefs and their staff; all were lost in the disaster. The Second Class smoking room and entrance hall were both located on this deck. The raised forecastle of the ship was forward of the Bridge Deck, accommodating Number 1 hatch (the main hatch through to the cargo holds), various pieces of machinery and the anchor housings. It was kept off-limits to passengers; the famous "flying" scene at the ship’s bow from the 1997 film Titanic would not have been possible in real life. Aft of the Bridge Deck was the raised Poop Deck, 106 feet (32 m) long, used as a promenade by Third Class passengers. It was where many of Titanic‘s passengers and crew made their last stand as the ship sank. The forecastle and Poop Deck were separated from the Bridge Deck by well decks.
- C Deck, the Shelter Deck, was the highest deck to run uninterrupted from the ships’ stem to stern. It included the two well decks; the aft one served as part of the Third Class promenade. Crew cabins were located under the forecastle and Third Class public rooms were situated under the Poop Deck. In between were the majority of First Class cabins and the Second Class library.
- D Deck, the Saloon Deck, was dominated by three large public rooms – the First Class Reception Room, the First Class Dining Saloon and the Second Class Dining Saloon. An open space was provided for Third Class passengers. First, Second and Third Class passengers had cabins on this deck, with berths for firemen located in the bow. It was the highest level reached by the ships’ watertight bulkheads (though only by eight of the fifteen bulkheads).
- E Deck, the Upper Deck, was predominantly used for passenger accommodation for all classes plus berths for cooks, seamen, stewards and trimmers. Along its length ran a long passageway nicknamed Scotland Road by the crew, in reference to a famous street in Liverpool.
- F Deck, the Middle Deck, was the last complete deck and mainly accommodated Third Class passengers. There were also some Second Class cabins and crew accommodation. The Third Class dining saloon was located here, as were the swimming pool and Turkish bath.
- G Deck, the Lower Deck, was the lowest complete deck that carried passengers, and had the lowest portholes, just above the waterline. The squash court was located here along with the travelling post office where mail clerks sorted letters and parcels so that they would be ready for delivery when the ship docked. Food was also stored here. The deck was interrupted at several points by orlop (partial) decks over the boiler, engine and turbine rooms.
- The Orlop Decks and the Tank Top were at the lowest level of the ship, below the waterline. The orlop decks were used as cargo spaces, while the Tank Top – the inner bottom of the ship’s hull – provided the platform on which the ship’s boilers, engines, turbines and electrical generators sat. This part of the ship was dominated by the engine and boiler rooms, areas that passengers would never normally see. They were connected with higher levels of the ship by flights of stairs; twin spiral stairways near the bow gave access up to D Deck.
Engines, boilers and generators
View of the rear port side of Titanic, showing the rudder and the central and port wing propellers. Note the man at the bottom of the image.
Titanic was equipped with three engines – two reciprocating four-cylinder, triple-expansion steam engines and one centrally placed low-pressure Parsons turbine – each driving a propeller. The two reciprocating engines had a combined output of 30,000hp and a further 16,000hp was contributed by the turbine. The White Star Line had previously used the same combination of engines on an earlier liner, the SS Laurentic, where it had been a great success. It provided a good combination of performance and speed; reciprocating engines by themselves were not powerful enough to propel an Olympic-class liner at the desired speeds, while turbines were sufficiently powerful but caused uncomfortable vibrations, a problem that affected the all-turbine Cunard liners Lusitania and Mauretania. By combining reciprocating engines with a turbine, fuel usage could be reduced and motive power increased, while using the same amount of steam.
The two reciprocating engines were giants, each 63 feet (19 m) long and weighing 720 tons. Their bedplates alone weighed a further 195 tons. They were powered by steam produced in 29 boilers, 24 of which were double-ended and 5 single-ended, which contained a total of 159 furnaces. The boilers were 15 feet 9 inches (4.80 m) in diameter and 20 feet (6.1 m) long, each weighing 91.5 tons and capable of holding 48.5 tons of water.
They were heated by burning coal, 6,611 tons of which could be carried in Titanic‘s bunkers with a further 1,092 tons in Hold 3. The furnaces required over 600 tons of coal a day to be shovelled into them by hand, requiring the services of 176 firemen working around the clock. 100 tons of ash a day had to be disposed of by ejecting it into the sea. The work was relentless, dirty and dangerous, and although firemen were paid relatively generously there was a high suicide rate among those who worked in that capacity.
Exhaust steam leaving the reciprocating engines was fed into the turbine, which was situated aft. From there it passed into a condenser so that the steam could be condensed back into water and reused. The engines were attached directly to long shafts which drove the propellers. There were three, one for each engine; the outer (or wing) propellers were the largest, each carrying three blades of manganese-bronze alloy with a total diameter of 23.5 feet (7.2 m). The central propeller was somewhat smaller at 17 feet (5.2 m) in diameter, and could be stopped but not reversed.
Titanic‘s electrical plant was capable of producing more power than a typical city power station of the time. Immediately aft of the turbine engine were four 400kW steam-driven electric generators, used to provide electrical power to the ship, plus two 30 kW auxiliary generators for emergency use. Their location at the rear of the ship meant that they remained operational until the last few minutes before the ship sank.
Titanic‘s rudder was so huge – at 78 feet 8 inches (23.98 m) high and 15 feet 3 inches (4.65 m) long, weighing over 100 tons – that it required steering engines to move it. Two steam-powered steering engines were installed though only one was used at any one time, with the other one kept in reserve. They were connected to the short tiller through stiff springs, to isolate the steering engines from any shocks in heavy seas or during fast changes of direction. As a last resort, the tiller could be moved by ropes connected to two steam capstans. The capstans were also used to raise and lower the ship’s five anchors (one port, one starboard, one in the centreline and two kedging anchors).
The ship was equipped with its own waterworks, capable of heating and pumping water to all parts of the vessel via a complex network of pipes and valves. The main water supply was taken aboard while Titanic was in port but in an emergency she could also distil fresh water from the sea, though this was not a straightforward process as the distillation plant was quickly clogged by salt deposits. A network of insulated ducts conveyed warm air, driven by electric fans, around the ship, and First Class cabins were fitted with additional electric heaters.
Titanic was equipped with two 1.5 kW spark-gap wireless telegraphs located in the radio room on the Bridge Deck. One set was used for transmitting messages and the other, located in a soundproofed booth, for receiving them. The signals were transmitted through two parallel wires strung between the ship’s masts, 50 feet (15 m) above the funnels to avoid the corrosive smoke. The system was one of the most powerful in the world, with a range of up to 1,000 miles. It was owned and operated by the Marconi Company rather than the White Star Line, and was intended primarily for passengers rather than ship operations. The function of the two wireless operators – both Marconi employees – was to operate a 24-hour service sending and receiving wireless telegrams for passengers. They did, however, also pass on professional ship messages such as weather reports and ice warnings.
The passenger facilities aboard Titanic aimed to meet the highest standards of luxury. The ship could accommodate 739 First Class passengers, 674 in Second Class and 1,026 in Third Class. Her crew numbered about 900 people; in all, she could carry about 3,339 people. Her interior design was a departure from that of other passenger liners, which had typically been decorated in the rather heavy style of a manor house or an English country house. Titanic was laid out in a much lighter style similar to that of contemporary high-class hotels – the Ritz Hotel was a reference point – with First Class cabins finished in the Empire style. A variety of other decorative styles, ranging from the Renaissance to Victorian style, were used to decorate cabins and public rooms in First and Second Class areas of the ship. The aim was to convey an impression that the passengers were in a floating hotel rather than a ship; as one passenger recalled, on entering the ship’s interior a passenger would "at once lose the feeling that we are on board ship, and seem instead to be entering the hall of some great house on shore."
Passengers could use an on-board telephone system, a lending library and a large barber shop. The First Class section had a swimming pool, a gymnasium, squash court, Turkish bath, electric bath and a Verandah Cafe. First Class common rooms were adorned with ornate wood panelling, expensive furniture and other decorations while the Third Class general room had pine panelling and sturdy teak furniture. The Café Parisien was located on a sunlit veranda fitted with trellis decorations and offered the best French haute cuisine for the First Class passengers.
Titanic‘s First Class passenger facilities 
Titanic‘s gymnasium on the Boat Deck, which was equipped with the latest exercise machines.
Titanic‘s famous Grand Staircase, which provided access between the Boat Deck and D Deck.
The A La Carte restaurant on B Deck, run as a concession by Italian-born chef Gaspare Gatti.
Third Class passengers were not treated as luxuriously as those in First Class, but even so they were better off than their counterparts on many other ships of the time. They were accommodated in cabins sleeping between two and ten people, with a further 164 open berths provided for single young men on G Deck. They were, however, much more limited than First or Second Class passengers in their washing and bathing facilities. There were only two bathrooms, one each for men and women, for the entire Third Class complement. They had to wash their own clothes in washrooms equipped with iron tubs, whereas those travelling in First and Second Class could use the ship’s laundry. There were also restrictions on which parts of the ship they could enter; all three classes were segregated from each other, and although in theory passengers from the higher classes could visit the lower-class areas of the ship, in practice respect for social conventions meant that they did not do so. The class distinctions were reflected in the ship’s fittings; the Third Class toilets were made of iron, those in Second Class of porcelain and those in First Class were marble.
Leisure facilities were provided for all three classes to pass the time. As well as making use of the indoor amenities such as the library, smoking-rooms and gymnasium, it was also customary for passengers to socialise on the open deck, promenading or relaxing in hired deck chairs or wooden benches. A passenger list was published before the sailing to inform the public which members of the great and good were on board, and it was not uncommon for ambitious mothers to use the list to identify rich bachelors to whom they could introduce their marriageable daughters during the voyage.
One of Titanic‘s most distinctive features was its First Class staircase, known as the Grand Staircase or Grand Stairway. This descended through five decks of the ship, from the Boat Deck to the Reception Room adjoining the First Class Dining Saloon on D Deck. It was capped with a dome of wrought iron and glass that admitted natural light. Each landing off the staircase gave access to ornate entrance halls lit by gold-plated light fixtures. At the uppermost landing was a large carved wooden panel containing a clock, with figures of "Honour and Glory Crowning Time" flanking the clock face. The Grand Staircase was destroyed in Titanic‘s sinking and is now just a void in the ship which modern explorers have used to access the lower decks. During the filming of James Cameron’s Titanic in 1997, his replica of the Grand Staircase was ripped from its foundations by the force of the inrushing water on the set. It has been suggested that during the real event, the entire Grand Staircase was ejected upwards through the dome.
Mail and cargo
Although Titanic was primarily a passenger liner, she also carried a substantial amount of cargo. Her designation as a Royal Mail Ship indicated that she carried mail under contract with the Royal Mail (and also for the United States Postal Service). 26,800 cubic feet (760 m3) of space in her holds was allocated for the storage of letters, parcels and specie (bullion, coins and other valuables). The Sea Post Office on G Deck was manned by five postal clerks, three Americans and two Britons, who worked thirteen hours a day, seven days a week sorting up to 60,000 items daily.
The ship’s passengers brought with them a huge amount of baggage; another 19,455 cubic feet (550.9 m3) was taken up by first- and second-class baggage. In addition, there was a considerable quantity of regular cargo, ranging from furniture to foodstuffs and even motor cars. Despite later myths, the cargo on Titanic‘s maiden voyage was fairly mundane; there was no gold, exotic minerals or diamonds, and one of the more famous items lost in the shipwreck, a jewelled copy of the Rubaiyat of Omar Khayyam, was valued at only £405 (£29,717 today) – hardly the stuff of legends. Titanic was equipped with eight electric cranes, four electric winches and three steam winches to lift cargo and baggage in and out of the hold. It is estimated that the ship used some 415 tons of coal whilst in Southampton, simply generating steam to operate the cargo winches, heat and light.
A collapsible lifeboat, notice canvas side
Titanic carried a total of 20 lifeboats: 14 standard wooden Harland and Wolff lifeboats with a capacity of 65 people each and four Englehardt "collapsible" lifeboats (identified as A to D) with a capacity of 47 people each. In addition, she had two emergency cutters with a capacity of 40 people each.[b] All of the lifeboats were stowed securely on the boat deck and, except for collapsible lifeboats A and B, connected to davits by ropes.Those on the starboard side were odd-numbered 1–15 from bow to stern, while those on the port side were even-numbered 2–16 from bow to stern. The two cutters were kept swung out, hanging from the davits, ready for immediate use, while collapsible lifeboats C and D were stowed on the boat deck (connected to davits) immediately inboard of boats 1 and 2 respectively. A and B were stored on the roof of the officers’ quarters, on either side of number 1 funnel. There were no davits to lower them and their weight would make them challenging to launch. Each boat carried (among other things) food, water, blankets, and a spare lifebelt. Lifeline ropes on the boats’ sides enabled them to save additional people from the water if necessary.
Titanic had 16 sets of davits, each able to handle 4 lifeboats. This gave Titanic the ability to carry up to 64 wooden lifeboats which would have been enough for 4,000 people – considerably more than her actual capacity. However, the White Star Line decided that only 16 wooden lifeboats and four collapsibles would be carried, which could accommodate 1,178 people, only one-third of Titanic‘s total capacity. At the time, the Board of Trade’s regulations required British vessels over 10,000 tons to carry 16 lifeboats with a capacity of 990 occupants. Therefore, the White Star Line actually provided much more lifeboat accommodation than was legally required.[c]
Building and preparing the ship
Construction, launch and fitting-out
Titanic prior to her launch.
The sheer size of Titanic and her sister ships posed a major engineering challenge for Harland and Wolff; no shipbuilder had ever before attempted to construct vessels of this size. The ships were constructed on Queen’s Island, now known as the Titanic Quarter, in Belfast Harbour. Harland and Wolff had to demolish three existing slipways and build two new slipways, the biggest ever constructed up to that time, to accommodate the giant ships.
Their construction was facilitated by an enormous gantry built by Sir William Arrol & Co., a Scottish firm responsible for the building of the Forth Bridge and London’s Tower Bridge. The Arrol Gantry stood 228 feet (69 m) high, was 270 feet (82 m) wide and 840 feet (260 m) long, and weighed more than 6,000 tons. It accommodated a number of mobile cranes. A separate floating crane, capable of lifting 200 tons, was brought in from Germany.
The construction of Titanic and Olympic took place virtually in parallel, with Olympic‘s hull laid down first on 16 December 1908 and Titanic‘s on 31 March 1909. Both ships took about 26 months to build and followed much the same construction process. They were designed essentially as an enormous floating box girder, with the keel acting as a backbone and the frames of the hull forming the ribs. At the base of the ships, a double bottom 5 feet 3 inches (1.60 m) deep supported 300 frames, each between 24 inches (61 cm) and 36 inches (91 cm) apart and measuring up to about 66 feet (20 m) long. They terminated at the bridge deck (B Deck) and were covered with steel plates which formed the outer skin of the ships.
The 2,000 hull plates were single pieces of rolled steel, mostly up to 6 feet (1.8 m) wide and 30 feet (9.1 m) long and weighing between 2.5 and 3 tons. Their thickness varied from 1.5 inches (3.8 cm) to 1 inch (2.5 cm). The plates were laid in a clinkered (overlapping) fashion from the keel to the bilge. Above that point they were laid in the "in and out" fashion, where strake plating was applied in bands (the "in strakes") with the gaps covered by the "out strakes", overlapping on the edges. Steel welding was still in its infancy so the structure had to be held together with over three million iron and steel rivets which by themselves weighed over 1,200 tons. They were fitted using hydraulic machines or were hammered in by hand.
The interiors of the Olympic-class ships were subdivided into sixteen primary compartments divided by fifteen bulkheads which extended well above the waterline. Eleven vertically closing watertight doors could seal off the compartments in the event of an emergency. The ships’ exposed decking was made of pine and teak, while interior ceilings were covered in painted granulated cork to combat condensation. The superstructure consisted of two decks, the Promenade Deck and Boat Deck, which were about 500 feet (150 m) long. They accommodated the officers’ quarters, gymnasium, public rooms and first-class cabins, plus the bridge and wheelhouse. The ships’ lifeboats were carried on the Boat Deck, the uppermost deck. Standing above the decks were four funnels, though only three were functional – the last one was a dummy, installed for aesthetic purposes – and two masts, each 155 feet (47 m) high, which supported derricks for loading cargo. A wireless aerial was slung between the masts.
The work of constructing the ships was difficult and dangerous. For the 15,000 men who worked at Harland and Wolff at the time, safety precautions were rudimentary at best; a lot of the work was dangerous and was carried out without any safety equipment like hard hats or hand guards on machinery. As a result, deaths and injuries were to be expected. During Titanic‘s construction, 246 injuries were recorded, 28 of them "severe", such as arms severed by machines or legs crushed under falling pieces of steel. Six people died on the ship itself while it was being constructed and fitted out and another two died in the shipyard workshops and sheds. Just before the launch a worker was killed when a piece of wood fell on him.
Titanic was launched at 12:15 pm on 31 May 1911 in the presence of Lord Pirrie, J. Pierpoint Morgan and J. Bruce Ismay and 100,000 onlookers. 22 tons of soap and tallow were spread on the slipway to lubricate the ship’s passage into the River Lagan. In keeping with the White Star Line’s traditional policy, the ship was not formally named or christened with champagne. The ship was towed to a fitting-out berth where, over the course of the next year, her engines, funnels and superstructure were installed and her interior was fitted out. The work took longer than expected due to design changes ordered by Ismay and a temporary pause in work occasioned by the need to repair Olympic, which had been in a collision in September 1911. Had Titanic been finished earlier, she might well have missed her rendezvous with an iceberg.
Titanic’s sea trials began at 6 am on Monday, 2 April 1912, just two days after her fitting out was finished and eight days before she was due to leave Southampton on her maiden voyage. The trials were delayed for a day due to bad weather, but by Monday morning it was clear and fair. Aboard were 78 stokers, greasers and firemen, and 41 members of crew. No domestic staff appear to have been aboard. Representatives of various companies travelled on Titanic‘s sea trials, Thomas Andrews and Edward Wilding of Harland and Wolff and Harold A. Sanderson of IMM. Bruce Ismay and Lord Pirrie were too ill to attend. Jack Phillips and Harold Bride served as radio operators, and performed fine-tuning of the Marconi equipment. Francis Carruthers, a surveyor from the Board of Trade, was also present to see that everything worked, and that the ship was fit to carry passengers.
The sea trials consisted of a number of tests of her handling characteristics, carried out first in Belfast Lough and then in the open waters of the Irish Sea. Over the course of about twelve hours, Titanic was driven at different speeds, her turning ability was tested and a "crash stop" was performed in which the engines were reversed full ahead to full astern, bringing her to a stop in 850 yd (777 m) or 3 minutes and 15 seconds. The ship covered a distance of about 80 nautical miles (92 mi; 150 km), averaging 18 knots (21 mph; 33 km/h) and reaching a maximum speed of just under 21 knots (24 mph; 39 km/h). On returning to Belfast at about 7 pm, the surveyor signed an "Agreement and Account of Voyages and Crew", valid for twelve months, which declared the ship seaworthy. An hour later, Titanic left Belfast again – as it turned out, for the last time – to head to Southampton, a voyage of about 570 nautical miles (660 mi; 1,060 km). After a journey lasting about 28 hours she arrived about midnight on 4 April and was towed to the port’s Berth 44, ready for the arrival of her passengers and the remainder of her crew.
Titanic was only to sail as a complete ship for two weeks before she sank; although she was registered at Liverpool, she never made it to her home port. The story of her sinking is famous, but will only be covered briefly here.
Main article: Crew of the RMS Titanic
Titanic had around 885 crew members on board for her maiden voyage. Like other vessels of her time, she did not have a permanent crew, and the vast majority of crew members were casual workers who only came aboard the ship a few hours before she sailed from Southampton. The process of signing up recruits had begun on 23 March and some had been sent to Belfast, where they served as a skeleton crew during Titanic‘s sea trials and passage to England at the start of April.
Edward Smith, captain of Titanic, in 1911
Captain Edward John Smith, the most senior of the White Star Line’s captains, was transferred from Olympic to take command of Titanic. Henry Tingle Wilde also came across from Olympic to take the post of Chief Mate. Titanic‘s previously designated Chief Mate and First Officer, William McMaster Murdoch and Charles Lightoller, were bumped down to the ranks of First and Second Officer respectively. The original Second Officer, David Blair, was dropped altogether.[d]
Titanic‘s crew were divided into three principal departments: Deck, with 66 crew; Engine, with 325; and Victualling, with 494. The vast majority of the crew were thus not seamen, but were either engineers, firemen or stokers, responsible for looking after the engines, or stewards and galley staff, responsible for the passengers. Of these, over 97% were male; just 23 of the crew were female, mainly stewardesses. The rest represented a great variety of professions – bakers, chefs, butchers, fishmongers, dishwashers, stewards, gymnasium instructors, laundrymen, waiters, bed-makers, cleaners and even a printer, who produced a daily newspaper for passengers called the Atlantic Daily Bulletin with the latest news received by the ship’s wireless operators.[e]
Most of the crew signed on in Southampton on 6 April; in all, 699 of the crew came from there, and 40 per cent were natives of the town. A few specialist staff were self-employed or were subcontractors. These included the five postal clerks, who worked for the Royal Mail and US Postal Service, the staff of the First Class A La Carte Restaurant and the Café Parisien, the radio operators (who were employed by Marconi) and the eight musicians, who were employed by an agency and travelled as second-class passengers. Crew pay varied greatly, from Captain Smith’s £105 a month (equivalent to £7,704 today) to the £3 10s (£257 today) that stewardesses earned. The lower-paid victualling staff could, however, supplement their wages substantially through tips from passengers.
Main article: Passengers of the RMS Titanic
John Jacob Astor IV in 1909. He and his wife were the wealthiest people aboard Titanic.
Titanic‘s passengers numbered around 1,317 people: 324 in First Class, 284 in Second Class and 709 in Third Class. 869 (66%) were male and 447 (34%) female. There were 107 children aboard, the largest number of which were in Third Class. The ship was considerably under capacity on her maiden voyage, as she could accommodate 2,566 passengers – 1,034 First Class, 510 Second Class and 1,022 Third Class.
Some of the most prominent people of the day booked a passage aboard Titanic, travelling in First Class. Among them were the American millionaire John Jacob Astor IV and his wife Madeleine Force Astor, industrialist Benjamin Guggenheim, Macy’s owner Isidor Straus and his wife Ida, Denver millionairess Margaret "Molly" Brown,[f] Sir Cosmo Duff Gordon and his wife, couturière Lucy (Lady Duff-Gordon), cricketer and businessman John Borland Thayer with his wife Marian together with their son Jack, the Countess of Rothes, author and socialite Helen Churchill Candee, journalist and social reformer William Thomas Stead, author Jacques Futrelle with his wife May, and silent film actress Dorothy Gibson, among others. Titanic‘s owner J. P. Morgan was scheduled to travel on the maiden voyage, but cancelled at the last minute. Also aboard the ship were the White Star Line’s managing director J. Bruce Ismay and Titanic‘s designer Thomas Andrews, who was on board to observe any problems and assess the general performance of the new ship.
The passengers began arriving from 9.30 am, when the London and South Western Railway‘s boat train from London Waterloo station reached Southampton Terminus railway station on the quayside, right alongside Titanic‘s berth. The large number of Third Class passengers meant that they were the first to board, with First and Second Class passengers following up to within an hour of departure. Stewards showed them to their cabins and First Class passengers were personally greeted by Captain Smith on boarding. Third Class passengers were inspected for ailments and physical impairments that might lead to them being refused entry to the United States – not a prospect that the White Star Line wished to see, as it would have to carry them back across the Atlantic. The exact number of people aboard is not known as not all of those who had booked tickets made it to the ship; about fifty people cancelled for various reasons, and not all of those who boarded stayed aboard for the entire journey.
Fares aboard Titanic varied enormously in cost. Third Class fares from London, Southampton or Queenstown cost £7 5s (equivalent to £532 today) while the cheapest First Class fares cost £23 (£1,688 today). The most expensive First Class suites cost up to £870 in high season (£63,837 today).
Departure and westbound journey
Titanic‘s maiden voyage was intended to be the first of many cross-Atlantic journeys between Southampton in England, Cherbourg in France, Queenstown in Ireland and New York in the United States, returning via Plymouth in England on the eastbound leg. The White Star Line intended to operate three ships on that route: Titanic, Olympic and the smaller RMS Oceanic. Each would sail once every three weeks from Southampton and New York, usually leaving at noon each Wednesday from Southampton and each Saturday from New York, thus enabling the White Star Line to offer weekly sailings in each direction. Special trains were scheduled from London and Paris to convey passengers to Southampton and Cherbourg respectively.
The maiden voyage began on time at noon on Wednesday 10 April 1912 but nearly ended in disaster only a few minutes later. As Titanic passed the moored liners SS City of New York and Oceanic, her huge displacement caused both of the smaller ships to be lifted by a bulge of water, then dropped into a trough. New York‘s mooring cables could not take the sudden strain and snapped, swinging her round stern-first towards Titanic. A nearby tugboat, Vulcan, came to the rescue by taking New York under tow and Captain Smith ordered Titanic‘s engines to be put "full astern". The two ships only avoided a collision by a matter of about 4 feet (1.2 m). The incident delayed Titanic‘s departure for about an hour while the drifting New York was brought under control.
After making it safely through the complex tides and channels of Southampton Water and the Solent, Titanic headed out into the English Channel. She headed for the French port of Cherbourg, a journey of 77 nautical miles (89 mi; 143 km). The weather was windy, very fine but cold and overcast. Because Cherbourg lacked docking facilities for a ship the size of Titanic, tenders had to be used to transfer passengers from shore to ship. The White Star Line operated two at Cherbourg, the SS Traffic and the SS Nomadic. Both had been designed specifically as tenders for the Olympic-class liners and were launched shortly after Titanic. (Nomadic is today the only White Star Line ship still afloat.) Four hours after Titanic left Southampton, she arrived at Cherbourg and was met by the tenders. 274 more passengers boarded Titanic and 24 left aboard the tenders to be conveyed to shore. The process was completed within only 90 minutes and at 8 pm Titanic weighed anchor and left for Queenstown with the weather continuing cold and windy.
At 11.30 am on Thursday 11 April, Titanic arrived at Cork Harbour in southern Ireland. It was a partly cloudy but relatively warm day with a brisk wind. Again, the dock facilities were not suitable for a ship of her size, and tenders were used to bring passengers aboard. 113 Third Class and seven Second Class passengers came aboard, while seven passengers left. Among the departures was Father Francis Browne, a Jesuit trainee, who was a keen photographer and took many photographs aboard Titanic, including the last-ever known photograph of the ship. A decidedly unofficial departure was that of a crew member, stoker John Coffey, a native of Queenstown who sneaked off the ship by hiding under mail bags being transported to shore. Titanic weighed anchor for the last time at 1.30 pm and departed on her westward journey across the Atlantic.
The route of Titanic‘s maiden voyage, with the coordinates of her sinking.
After leaving Queenstown Titanic followed the Irish coast as far as Fastnet Rock, a distance of some 55 nautical miles (63 mi; 102 km). From there she travelled 1,620 nautical miles (1,860 mi; 3,000 km) along a Great Circle route across the North Atlantic to reach a spot in the ocean known as "the corner" south-east of Newfoundland, where westbound steamers carried out a change of course. Titanic only sailed a few hours past the corner on a rhumb line leg of 1,023 nautical miles (1,177 mi; 1,895 km) to Nantucket Shoals Light when she made her fatal rendezvous with an iceberg. The final leg of the journey would have been 193 nautical miles (222 mi; 357 km) to Ambrose Light and finally to New York Harbor.
The first three days of the voyage from Queenstown passed without incident. From 11 April to local apparent noon the next day, Titanic covered 484 nautical miles (557 mi; 896 km); the following day, 519 nautical miles (597 mi; 961 km); and by noon on the final day of her voyage, 546 nautical miles (628 mi; 1,011 km). From then until the time of her sinking she travelled another 258 nautical miles (297 mi; 478 km), averaging about 21 knots (24 mph; 39 km/h). The weather cleared as she left Ireland under cloudy skies with a headwind. Temperatures remained fairly mild through Saturday 13 April, but the following day Titanic crossed a cold weather front with strong winds and waves of up to 8 feet (2.4 m). These died down as the day progressed until, by the evening of Sunday 14 April, it became clear, calm and very cold.
Titanic received a series of warnings from other ships of drifting ice in the area of the Grand Banks of Newfoundland. Nonetheless the ship continued to steam at full speed, which was standard practice at the time. It was generally believed that ice posed little danger to large vessels and Captain Smith himself had declared that he could not "imagine any condition which would cause a ship to founder. Modern shipbuilding has gone beyond that."
Main article: Sinking of the RMS Titanic
"Untergang der Titanic" by Willy Stöwer, 1912.
At 11.40 pm (ship’s time), lookout Frederick Fleet spotted an iceberg immediately ahead of Titanic and alerted the bridge. First Officer William Murdoch ordered the ship to be steered around the obstacle and the engines to be put in reverse, but it was too late; the starboard side of Titanic struck the iceberg, creating a series of holes below the waterline. Five of the ship’s watertight compartments were breached. It soon became clear that the ship was doomed, as she could not survive more than four compartments being flooded. Titanic began sinking bow-first, with water spilling from compartment to compartment as her angle in the water became steeper.
Those aboard Titanic were ill-prepared for such an emergency. The ship’s lifeboats only had enough space to carry about half of those on board; if the ship had carried its full complement, only about a third could have been accommodated in the lifeboats. The crew had not been trained adequately in carrying out an evacuation. The officers did not know how many they could safely put aboard the lifeboats and launched many of them barely half-full. Third-class passengers were largely left to fend for themselves, causing many of them to become trapped below decks as the ship filled with water. A "women and children first" protocol was generally followed for the loading of the lifeboats and most of the male passengers and crew were left aboard.
Two hours and forty minutes after Titanic struck the iceberg, her rate of sinking suddenly increased as her forward deck dipped underwater and the sea poured in through open hatches and grates. As her unsupported stern rose out of the water, exposing the propellers, the ship split apart between the third and fourth funnels due to the immense strain on the keel. The stern remained afloat for a few minutes longer, rising to a nearly vertical angle with hundreds of people still clinging to it. At 2.20 am, it sank, breaking loose from the bow section. The remaining passengers and crew were plunged into lethally cold water with a temperature of only 28 °F (−2 °C). Almost all of those in the water died of hypothermia or cardiac arrest within minutes or drowned. Only 13 of them were helped into the lifeboats though these had room for almost 500 more occupants.
Distress signals were sent by wireless, rockets and lamp, but none of the ships that responded were near enough to reach her before she sank. A nearby ship, the Californian, which was the last to have been in contact with her before the collision, saw her flares but failed to assist. Around 4 am, RMS Carpathia arrived on the scene in response to Titanic‘s earlier distress calls. 710 people survived the disaster and were conveyed by Carpathia to New York, Titanic‘s original destination, while 1,517 people lost their lives.
Aftermath of sinking
Homecoming of the survivors
According to an eyewitness report, there "were many pathetic scenes" when Titanic‘s survivors disembarked at New York
Carpathia took three days to reach New York after leaving the scene of the disaster. Her journey was slowed by pack ice, fog, thunderstorms and rough seas. She was, however, able to pass news to the outside world by wireless about what had happened. The initial reports were confused, leading the American press to report erroneously on 15 April that Titanic was being towed to port by the SS Virginian.
Later that day, confirmation came through that Titanic had been lost and that most of her passengers and crew had died. The news attracted crowds of people to the White Star Line’s offices in London, New York, Southampton, Liverpool and Belfast. It hit hardest in Southampton, whose people suffered the greatest losses from the sinking. 4 out of 5 crew members came from this town.
The British Army’s newspaper, The War Cry, reported that "none but a heart of stone would be unmoved in the presence of such anguish. Night and day that crowd of pale, anxious faces had been waiting patiently for the news that did not come. Nearly every one in the crowd had lost a relative." It was not until 17 April that the first incomplete lists of survivors came through, delayed by poor communications.
Carpathia docked at 9.30 pm on 18 April at New York’s Pier 54 and was greeted by some 40,000 people waiting at the quayside in heavy rain. Immediate relief in the form of clothing and transportation to shelters was provided by the Women’s Relief Committee, the Travelers Aid Society of New York, and the Council of Jewish Women, among other organisations. Many of Titanic‘s surviving passengers did not linger in New York but headed onwards immediately to relatives’ homes. Some of the wealthier survivors chartered private trains to take them home, and the Pennsylvania Railroad laid on a special train free of charge to take survivors to Philadelphia. Titanic‘s 214 surviving crew members were taken to the Red Star Line‘s steamer SS Lapland, where they were accommodated in passenger cabins. Carpathia was hurriedly restocked with food and provisions before resuming her journey to Fiume, Austria-Hungary. Her crew were given a bonus of a month’s wages by Cunard as a reward for their actions, and some of Titanic‘s passengers joined together to give them an additional bonus of nearly £900 (£66,038 today), divided between the crew members.
The ship’s arrival in New York led to a frenzy of press interest, with newspapers competing to be the first to report the survivors’ stories. Some reporters bribed their way aboard the pilot boat New York, which guided Carpathia into harbour, and one even managed to get onto Carpathia before she docked. Crowds gathered outside newspaper offices to see the latest reports being posted in the windows or on billboards. It took another four days for a complete list of casualties to be compiled and released, adding to the agony of relatives waiting for news of those who had been aboard Titanic. On 23 April, the Daily Mail reported:
"Late in the afternoon hope died out. The waiting crowds thinned, and silent men and women sought their homes. In the humbler homes of Southampton there is scarcely a family who has not lost a relative or friend. Children returning from school appreciated something of tragedy, and woeful little faces were turned to the darkened, fatherless homes."
Many charities were set up to help the victims and their families, many of whom lost their sole breadwinner, or, in the case of many Third Class survivors, everything they owned. On 29 April opera stars Enrico Caruso and Mary Garden and members of the Metropolitan Opera raised $12,000 in benefits for victims of the disaster by giving special concerts in which versions of "Autumn" and "Nearer My God To Thee" were part of the program. In Britain, relief funds were organised for the families of Titanic‘s lost crew members, raising nearly £450,000 (£33,018,954 today). One such fund was still in operation as late as the 1960s.
Investigations into the disaster
"The Margin of Safety Is Too Narrow!", a 1912 cartoon by Kyle Fergus, showing the public demanding answers from the shipping companies
Even before the survivors arrived in New York, investigations were being planned to discover what had happened, and what could be done to prevent a recurrence. The United States Senate initiated an inquiry into the disaster on 19 April, a day after Carpathia arrived in New York.
The chairman of the inquiry, Senator William Alden Smith, wanted to gather accounts from passengers and crew while the events were still fresh in their minds. Smith also needed to subpoena all surviving British passengers and crew while they were still on American soil, which prevented them from returning to the UK before the American inquiry was completed on 25 May. The British press condemned Smith as an opportunist, insensitively forcing an inquiry as a means of gaining political prestige and seizing "his moment to stand on the world stage". Smith, however, already had a reputation as a campaigner for safety on U.S. railroads, and wanted to investigate any possible malpractices by railroad tycoon J. P. Morgan, Titanic‘s ultimate owner.
Lord Mersey was appointed to head the British Board of Trade’s inquiry into the disaster, which took place between 2 May and 3 July. Each inquiry took testimony from both passengers and crew of Titanic, crew members of Leyland Line’s Californian, Captain Arthur Rostron of Carpathia and other experts. The two inquiries reached broadly similar conclusions; the regulations on the number of lifeboats that ships had to carry were out of date and inadequate, Captain Smith had failed to take proper heed of ice warnings, the lifeboats had not been properly filled or crewed, and the collision was the direct result of steaming into a danger area at too high a speed.
The recommendations included major changes in maritime regulations to implement new safety measures, such as ensuring that more lifeboats were provided, that lifeboat drills were properly carried out and that wireless equipment on passenger ships was manned around the clock. An International Ice Patrol was set up to monitor the presence of icebergs in the North Atlantic, and maritime safety regulations were harmonised internationally through the International Convention for the Safety of Life at Sea; both measures are still in force today.
Role of the SS Californian
SS Californian, which had tried to warn Titanic of the danger from pack-ice
One of the most controversial issues examined by the inquiries was the role played by the SS Californian, which had been only a few miles from Titanic but had not picked up her distress calls or responded to her signal rockets. Testimony before the British inquiry revealed that at 10:10 pm, Californian observed the lights of a ship to the south; it was later agreed between Captain Stanley Lord and Third Officer C.V. Groves (who had relieved Lord of duty at 11:10 pm) that this was a passenger liner. Californian had warned the Titanic by radio of the pack ice which was the reason Californian had stopped for the night, but was rebuked by Titanic‘s senior wireless operator, Jack Phillips. At 11:50 pm, the officer had watched that ship’s lights flash out, as if it had shut down or turned sharply, and that the port light was now visible. Morse light signals to the ship, upon Lord’s order, were made between 11:30 pm and 1:00 am, but were not acknowledged.
Captain Lord had gone to the chartroom at 11:00 pm to spend the night however, Second Officer Herbert Stone, now on duty, notified Lord at 1:10 am that the ship had fired 5 rockets. Lord wanted to know if they were company signals, that is, coloured flares used for identification. Stone said that he did not know and that the rockets were all white. Captain Lord instructed the crew to continue to signal the other vessel with the morse lamp, and went back to sleep. Three more rockets were observed at 1:50 am and Stone noted that the ship looked strange in the water, as if she were listing. At 2:15 am, Lord was notified that the ship could no longer be seen. Lord asked again if the lights had had any colours in them, and he was informed that they were all white.
Californian eventually responded. At around 5:30 am, Chief Officer George Stewart awakened wireless operator Cyril Furmstone Evans, informed him that rockets had been seen during the night, and asked that he try to communicate with any ship. He got news of the Titanic‘s loss, Captain Lord was notified, and the ship set out to render assistance. It arrived well after Carpathia had already picked up all the survivors.
The inquiries found that the ship seen by the Californian was in fact the Titanic and that it would have been possible for the Californian to come to her rescue. Therefore Captain Lord had acted improperly in failing to do so.
Survivors and victims
Of a total of 2,224 people aboard Titanic only 710, less than a third survived and 1,514 perished. Third Class passengers and men were least likely to survive. The highest survival rates were among women and children in First and Second Classes. The table below shows the survivors and victims for passengers and crew onboard the RMS Titanic. Passengers are subdivided into men, women and children for each class while crew is divided into men and women.
Children, First Class
Children, Second Class
Children, Third Class
Women, First Class
Women, Second Class
Women, Third Class
Men, First Class
Men, Second Class
Men, Third Class
Retrieval and burial of the dead
Once the massive loss of life became known, White Star Line chartered the cable ship CS Mackay-Bennett from Halifax, Nova Scotia to retrieve bodies. Three other Canadian ships followed in the search: the cable ship Minia, lighthouse supply ship Montmagny and sealing vessel Algerine. Each ship left with embalming supplies, undertakers, and clergy. Of the 333 victims that were eventually recovered, 328 were retrieved by the Canadian ships and five more by passing North Atlantic steamships.[g] In mid-May 1912, RMS Oceanic recovered three bodies over 200 miles (320 km) from the site of the sinking who were among the original occupants of Collapsible A. When Fifth Officer Harold Lowe and six crewmen returned to the wreck site sometime after the sinking in a lifeboat to pick up survivors, they had rescued a female from Collapsible A, but left the dead bodies of three of its occupants.[h] After their retrieval from Collapsible A by Oceanic, the bodies were then buried at sea.
The first body recovery ship to reach the site of the sinking, the cable ship CS Mackay-Bennett found so many bodies that the embalming supplies aboard were quickly exhausted, and health regulations required that only embalmed bodies could be returned to port. Captain Larnder of the Mackay-Bennett and undertakers aboard decided to preserve only the bodies of first class passengers, justifying their decision by the need to visually identify wealthy men to resolve any disputes over large estates. As a result, third class passengers and crew were buried at sea. Larnder himself claimed that as a mariner, he would expect to be buried at sea.
Bodies recovered were preserved for transport to Halifax, the closest city to the sinking with direct rail and steamship connections. The Halifax coroner, John Henry Barnstead, developed a detailed system to identify bodies and safeguard personal possessions. Relatives from across North America came to identify and claim bodies. A large temporary morgue was set up in a curling rink and undertakers were called in from all across Eastern Canada to assist. Some bodies were shipped to be buried in their home towns across North America and Europe. About two-thirds of the bodies were identified. Unidentified victims were buried with simple numbers based on the order in which their bodies were discovered. The majority of recovered victims, 150 bodies, were buried in three Halifax cemeteries, the largest being Fairview Lawn Cemetery followed by the nearby Mount Olivet and Baron de Hirsch cemeteries.
Notables who did not Sail
Several notable and prominent people of the era held tickets for the westbound passage or were guests of others who held tickets. Others were waiting in New York to board for the passage back to Plymouth on Titanic’s second leg of her maiden voyage. Many unused tickets that survive today, whether they are for the westbound passage or the return eastbound passage, are quite valuable today. Many of the notables were: John Pierpont Morgan, Henry Clay Frick, Milton Hershey, Theodore Dreiser, Guglielmo Marconi, Edgar Selwyn, Alfred Gwynne Vanderbilt. [Suggest: move to passenger article]
Main article: Wreck of the RMS Titanic
The bow of the wrecked RMS Titanic, photographed in June 2004
Titanic was long thought to have sunk in one piece and, over the years, many schemes were put forward for raising the wreck. None came to fruition. The fundamental problem was the sheer difficulty of finding and reaching a wreck that lies over 12,000 feet (3,700 m) below the surface, in a location where the water pressure is over 6,500 pounds per square inch. A number of expeditions were mounted to find Titanic but it was not until 1 September 1985 that a Franco-American expedition succeeded.
The team discovered that Titanic had in fact split apart, probably a short distance under the surface, before falling to the seabed. The separated bow and stern sections lie about a third of a mile (0.6 km) apart in a canyon on the continental shelf off the coast of Newfoundland. They are located 13.2 miles (21.2 km) from the inaccurate coordinates given by Titanic‘s radio operators on the night of her sinking. Both sections hit the sea bed at considerable speed, causing the bow to crumple and the stern to collapse entirely. The bow is by far the more intact section and still contains some surprisingly intact interiors. In contrast, the stern is completely wrecked; its decks have pancaked down on top of each other and much of the hull plating was torn off and lies scattered across the sea floor. The much greater level of damage to the stern is probably due to structural damage incurred during the sinking. Thus weakened, the remainder of the stern was flattened by the impact with the sea bed.
The two sections are surrounded by a debris field measuring approximately 5 by 3 miles (8.0 × 4.8 km). It contains hundreds of thousands of items, such as pieces of the ship, furniture, dinnerware and personal items, which fell from the ship as it sank or were ejected when the bow and stern impacted on the sea floor. The debris field was also the last resting place of a number of Titanic‘s victims. Their bodies and clothes were consumed by sea creatures and bacteria, leaving pairs of shoes and boots – which have proved to be inedible – as the only sign that bodies once lay there.
Since its rediscovery, the wreck of Titanic has been revisited numerous times by explorers, scientists, filmmakers, tourists and – most controversially – salvagers, who have recovered thousands of items from the debris field for conservation and public display. The ship’s condition has deteriorated significantly in recent years, partly due to accidental damage caused by submersibles but mainly because of an accelerating rate of growth of iron-eating bacteria on the hull. It has been estimated that within the next 50 years the hull and structure of Titanic will collapse entirely, eventually leaving only the more durable interior fittings of the ship intermingled with a pile of rust on the sea floor.
Many artefacts from Titanic have been recovered from the sea bed by RMS Titanic Inc., which exhibits them in touring exhibitions around the world and in a permanent exhibition at the Luxor Las Vegas hotel and casino in Las Vegas, Nevada. A number of other museums exhibit artefacts either donated by survivors or retrieved from the floating bodies of victims of the disaster.
In literature, "down like the Titanic" is a simile that refers to an epic failure, as does practically any reference to the ship or its sinking. The maritime principle that a captain goes down with his ship is often made in reference to the Titanic and to Captain Smith who practised this. Although the "band playing while the ship sinks" motif dates back at least to the 1852 sinking of the HMS Birkenhead, "while the band played" refers almost exclusively to the Titanic.
Seven of the eight members of Titanic‘s band that became a legend.
The tragedy of the Titanic has inspired books and films most famously in the 1958 film A Night to Remember and in James Cameron‘s Titanic from 1997. Both films were met well by critics and the latter, upon its release on 19 December 1997, had unprecedented commercial success. It equalled records with fourteen Academy Award nominations and eleven wins, receiving the prizes for Best Picture and Best Director. With a worldwide gross of over $1.8 billion, it was the first film to reach the billion dollar mark, remaining the highest-grossing film of all time for twelve years (until Cameron’s next directorial effort, Avatar, surpassed it in 2010). Titanic is also ranked as the sixth best epic film of all time in AFI’s 10 Top 10 by the American Film Institute.
Legends and myths
Main article: Legends and myths regarding RMS Titanic
The Titanic has gone down in history as the ship that was called unsinkable.[i] However, even though she was called so in news stories after the sinking, the fact is that neither The White Star Line nor Harland and Wolff declared her unsinkable only virtually unsinkable. Another well-known story is that of the ship’s band, who heroically played on while the great steamer was sinking. This seems to be true but there has been conflicting information about which song was the last to be heard. The most reported is "Nearer, My God, to Thee" but also "Autumn" has been mentioned.[j] Finally, a widespread myth is that the internationally recognised Morse code distress signal "SOS" was first put to use when the Titanic sank. While it is true that British wireless operators rarely used the "SOS" signal at the time, preferring the older "CQD" code, "SOS" had been used internationally since 1908. The first wireless operator on Titanic, Jack Phillips, sent both "SOS" and "CQD" as distress calls.
Memorials and museums
In Southampton, England a memorial to the engineers of Titanic may be found in Andrews Park on Above Bar Street. Near the main memorial, on the corner of Cumberland Place and London Road, is the Titanic Musicians’ Memorial to Bandmaster Wallace Hartley and the other musicians who continued playing as the ship went down. There is another memorial to Wallace Hartley in his home town of Colne in Lancashire.
The memorial to Titanic‘s engineers in Southampton unveiled 1914
A memorial to the ship’s five postal workers, which says "Steadfast in Peril" is held by Southampton Heritage Services.
Another memorial to the 36 engineers who lost their lives is in the foyer of the Scottish Opera, Elmbank Street, Glasgow, formerly the headquarters of the Institution of Engineers and Shipbuilders in Scotland, whose members subscribed for the memorial. It was unveiled on 15 April 1914.
In Cobh (known as Queenstown from 1849 to 1920), County Cork, Ireland a memorial to the Titanic stands in the town centre. Queenstown was the final port of call for the liner as she set out across the Atlantic on 11 April 1912.
A significant percentage of Titanic‘s crew members were from Liverpool, including its six most senior engineers. The Memorial to the Engine Room Heroes of the Titanic stands at Pier Head in Liverpool City Centre close to the former White Star Line headquarters. A memorial plaque commemorating the ship’s famed orchestra (which was formed in Liverpool and included Liverpudlian John Frederick Clarke) is located inside Philharmonic Hall on Hope Street.
A memorial to the liner is also located on the grounds of City Hall in Belfast, Northern Ireland. Titanic Belfast, a £77m tourist attraction on the regenerated site of the Harland and Wolff shipyard is to be completed by 15 April 2012, the 100th anniversary of the sinking of Titanic. The building and surrounding park will celebrate Titanic and her links with Belfast, where the ship was built.
The men of Titanic who gave their lives so that women and children could be saved are commemorated by the Titanic Memorial in Washington, D.C., and there is a memorial to Ida Straus at Straus Park in Manhattan, New York.
The oldest Titanic Museum in America is in Indian Orchard, Massachusetts. Established in 1963, the Titanic Historical Society Museum houses a number of original artefacts from the ship, including the lifejacket of Mrs. John Jacob Astor, assorted blueprints, and other memorabilia. The museum and its co-run Titanic Historical Society, occasionally loan artefacts to larger museums elsewhere in the United States.
Many artefacts are on display at the National Maritime Museum in Greenwich, England, and later as part of a travelling museum exhibit. The Merseyside Maritime Museum in the Titanic‘s home port of Liverpool also has an extensive collection of artefacts from the wreck located within a permanent exhibition named ‘Titanic, Lusitania and the Forgotten Empress’. Much floating wreckage which was recovered with the bodies in 1912 can be seen today in the Maritime Museum of the Atlantic in Halifax. Other pieces are part of the travelling exhibition, Titanic: The Artifact Exhibition. A newer attraction, the Branson Titanic Museum opened 2006 in Missouri, USA, is a permanent two-story museum shaped like the RMS Titanic. It is built half-scale to the original and holds 400 pre-discovery artefacts in twenty galleries.
100th anniversary commemoration
At 12:13 pm on 31 May 2011, exactly 100 years after Titanic rolled down her slipway, a single flare was fired over Belfast’s docklands in commemoration. All boats in the area around the Harland and Wolff shipyard then sounded their horns and the assembled crowd applauded for exactly 62 seconds, the time it had originally taken for the liner to roll down the slipway in 1911. On 12 March 2012 BBC’s Songs Of Praise, from Belfast, took the form of a Titanic memorial. The programme included a selection of maritime hymns and ended with Nearer, My God, to Thee, allegedly the last tune played by the ship’s band.
On 6 April 2012, the 100th anniversary of Titanic’s maiden voyage will be celebrated by re-releasing the 1997 feature film Titanic in 3D. ITV1 have produced a four-part Titanic mini-series, written by Oscar-winner Julian Fellowes, to be broadcast in early 2012. A new original stageplay by Chris Burgess about the Titanic, called Iceberg – Right Ahead! will be performed Upstairs at the Gatehouse from 22 March – 22 April 2012.
The Royal Philharmonic Orchestra will perform The Titanic Requiem, a work composed by singer/songwriter Robin Gibb and his son RJ Gibb, on 10 April in London. The event will include a hologram show depicting the sea, the ship, and the iceberg.
The cruise ship Balmoral, operated by Fred Olsen Cruise Lines has been chartered by Miles Morgan Travel to follow the original route of Titanic, intending to stop over the point on the sea bed where she rests on 15 April 2012.
Diagram of RMS Titanic [show]
Annotated diagram of RMS Titanic showing the arrangement of the bulkheads in red. Compartments in the engineering area at the bottom of the ship are noted in blue. Names of decks are listed to the right (Starting at top on Boat deck, going from A through F and ending on Lower deck at the waterline). Areas of damage made by the iceberg are shown in green. The scale’s smallest unit is 10 feet (3.0 m) and its total length is 400 feet (120 m).
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- United Kingdom portal
- Nautical portal
- Media related to RMS Titanic at Wikimedia Commons
- Works related to RMS Titanic at Wikisource
- Futility, or the Wreck of the Titan, a novella written by Morgan Robertson that outlined events similar to that of Titanic, fourteen years prior to her sinking.
- List of shipwrecks
- International Maritime Organization
- RMS Titanic alternative theories (Theories about the sinking including a coal fire aboard ship and Titanic hitting pack ice rather than an iceberg.)
- RMS Titanic in popular culture
- RMS Titanic Historical Society
- SS Nomadic, former tender to RMS Titanic and Olympic.
- ^ Carlisle would leave the project in 1910, before the ships were launched, when he became a shareholder in Welin Davit & Engineering Company Ltd, the firm making the ship’s davits. Wilding was sacked following the Titanic disaster, having apparently been blamed by Pirrie, unfairly, for the ship’s loss.
- ^ Measurement of lifeboats: 1–2: 25’2" long by 7’2" wide by 3’2" deep; 326.6 cubic feet (9.25 m3); 3–16: 30′ long by 9’1" wide by 4′ deep; 655.2 cubic feet (18.55 m3) and A–D: 27’5" long by 8′ wide by 3′ deep; 376.6 cubic feet (10.66 m3)
- ^ Since 1894, when the largest passenger ship under consideration was the Cunard Line‘s 13,000 ton Lucania, the Board of Trade had made no provision to increase the existing scale regarding the number of required lifeboats for larger ships, such as the 46,000 ton Titanic. Sir Alfred Chalmers, nautical adviser to the Board of Trade from 1896 to 1911, had considered the matter of adjusting the scale "from time to time", but because he not only assumed that experienced sailors would need to be carried "uselessly" aboard ship only to lower and man the extra lifeboats, but also anticipated the difficulty in getting away a greater number than 16 boats in any emergency, he "did not consider it necessary to increase [the scale]".
- ^ He expressed deep disappointment about the decision before the voyage, but was presumably greatly relieved afterwards.
- ^ Titanic also had a ship’s cat, Jenny, who gave birth to a litter of kittens shortly before the ship’s maiden voyage; all perished in the sinking.
- ^ Known afterward as the "Unsinkable Molly Brown" due to her efforts in helping other passengers while the ship sank
- ^ Most of the bodies were numbered, however, the five passengers buried at sea by Carpathia went unnumbered.
- ^ Thomas Beattie, a first class passenger, and two crew members, a fireman and a seaman.
- ^ An example is Daniel Butler’s book: "Unsinkable" about the RMS Titanic
- ^ Earlier on during the sinking more cheerful songs were played like ragtimes.
- ^ Beveridge & Hall 2004, p. 1.
- ^ a b Chirnside 2004, p. 319.
- ^ Beveridge & Hall 2011, p. 27.
- ^ Bartlett 2011, p. 26.
- ^ a b Bartlett 2011, p. 25.
- ^ a b Hutchings & de Kerbrech 2011, p. 12.
- ^ Hutchings & de Kerbrech 2011, p. 14.
- ^ "Testimony of Alexander Carlisle". British Wreck Commissioner’s Inquiry. 30 July 1912. http://www.titanicinquiry.org/BOTInq/BOTInq20Carlisle01.php. Retrieved 8 November 2008.
- ^ McCluskie 1998, p. 20.
- ^ Eaton & Haas 1995, p. 55.
- ^ a b c Eaton & Haas 1995, p. 56.
- ^ a b McCluskie 1998, p. 22.
- ^ a b c Hutchings & de Kerbrech 2011, p. 47.
- ^ Gill 2010, p. 229.
- ^ a b c d e f g Hutchings & de Kerbrech 2011, p. 48.
- ^ Gill 2010, p. 232.
- ^ Gill 2010, p. 233.
- ^ Gill 2010, p. 235.
- ^ a b Gill 2010, p. 236.
- ^ a b Gill 2010, p. 237.
- ^ Gill 2010, p. 120.
- ^ a b Gill 2010, p. 121.
- ^ Hutchings & de Kerbrech 2011, p. 79.
- ^ Hutchings & de Kerbrech 2011, p. 80.
- ^ a b Gill 2010, p. 126.
- ^ a b Gill 2010, p. 148.
- ^ Hutchings & de Kerbrech 2011, p. 86.
- ^ Hutchings & de Kerbrech 2011, p. 85.
- ^ Hutchings & de Kerbrech 2011, p. 96.
- ^ Gill 2010, p. 127.
- ^ a b c Hutchings & de Kerbrech 2011, p. 74.
- ^ Hutchings & de Kerbrech 2011, p. 106.
- ^ Hutchings & de Kerbrech 2011, p. 107.
- ^ Hutchings & de Kerbrech 2011, p. 68.
- ^ a b Hutchings & de Kerbrech 2011, p. 70.
- ^ Gill 2010, p. 165.
- ^ a b Gill 2010, p. 162.
- ^ Hutchings & de Kerbrech 2011, p. 57.
- ^ a b Gill 2010, p. 182.
- ^ Wels 1997, p. 34.
- ^ "3rd Class General Room". National Museums Northern Ireland. 2011. http://www.nmni.com/titanic/On-Board/Activities-on-board/3rd-Class-General-Room.aspx. Retrieved 28 May 2011.
- ^ "1st Class Cafe Parisien". National Museums Northern Ireland. 2011. http://www.nmni.com/titanic/On-Board/Eating/1st-Class-Cafe-Parisien.aspx. Retrieved 28 May 2011.
- ^ White Line Triple Screw Steamers 1912.
- ^ Gill 2010, p. 187.
- ^ Gill 2010, p. 201.
- ^ a b Gill 2010, p. 189.
- ^ Foster 1997, p. 43.
- ^ a b Hutchings & de Kerbrech 2011, p. 59.
- ^ Lynch 1992, p. 53.
- ^ Lynch 1992, p. 207.
- ^ Merideth 2003, p. 236.
- ^ a b Gill 2010, p. 146.
- ^ Eaton & Haas 1987, p. 131.
- ^ The Titanic – The Memorabilia Collection, by Michael Swift, Igloo Publishing 2011, ISBN 978-0-85780-251-4
- ^ a b Hutchings & de Kerbrech 2011, p. 112.
- ^ a b Lord 1997, p. 78.
- ^ Chirnside 2004, p. 26.
- ^ Butler 1998, p. 38.
- ^ "Board of Trade’s Administration". British Wreck Commissioner’s Inquiry. 30 July 1912. http://www.titanicinquiry.org/BOTInq/BOTReport/BOTRepBOT.php. Retrieved 9 November 2008.
- ^ Gill 2010, p. 78.
- ^ Hutchings & de Kerbrech 2011, p. 42.
- ^ Hutchings & de Kerbrech 2011, p. 43.
- ^ a b Hutchings & de Kerbrech 2011, p. 44.
- ^ Gill 2010, p. 87.
- ^ Gill 2010, p. 104.
- ^ Gill 2010, p. 107.
- ^ Gill 2010, p. 105.
- ^ Gill 2010, p. 109.
- ^ a b c Bartlett 2011, p. 33.
- ^ a b Hutchings & de Kerbrech 2011, p. 15.
- ^ Hutchings & de Kerbrech 2011, p. 18.
- ^ Spignesi 1998, p. 22.
- ^ Eaton & Haas 1995, p. 44.
- ^ Eaton & Haas 1995, pp. 44 and 46.
- ^ Chirnside 2004, pp. 39–40.
- ^ Eaton & Haas 1995, p. 45.
- ^ Eaton & Haas 1995, p. 46.
- ^ McCluskie 1998, p. 21.
- ^ a b Mersey 1912, pp. 110–1.
- ^ Barratt 2009, p. 84.
- ^ Barratt 2009, p. 83.
- ^ Bartlett 2011, pp. 43–4.
- ^ a b Gill 2010, p. 241.
- ^ Barratt 2009, p. 92.
- ^ Butler 1998, p. 238.
- ^ a b c Gill 2010, p. 242.
- ^ a b Gill 2010, p. 246.
- ^ Barratt 2009, p. 50.
- ^ Barratt 2009, p. 93.
- ^ a b Howells 1999, p. 18.
- ^ "Titanic Passenger List First Class Passengers". Encyclopedia Titanica. http://www.encyclopedia-titanica.org/titanic-first-class-passengers/. Retrieved 24 November 2008.
- ^ Chernow 2010, Chapter 8.
- ^ Brewster & Coulter 1998, pp. 18.
- ^ Barratt 2009, p. 61.
- ^ Gill 2010, p. 252.
- ^ a b Eaton & Haas 1995, p. 73.
- ^ http://historyonthenet.com/Titanic/passengers.htm
- ^ a b Southampton–Cherbourg–New York Service, White Star Line leaflet of circa January 1912.
- ^ Eaton & Haas 1995, p. 76.
- ^ Brewster & Coulter 1998, p. 22.
- ^ Bartlett 2011, p. 71.
- ^ a b c Halpern 2011, p. 79.
- ^ Eaton & Haas 1995, p. 92.
- ^ Eaton & Haas 1995, p. 93.
- ^ a b Eaton & Haas 1995, p. 100.
- ^ Halpern 2011, p. 71.
- ^ Halpern 2011, p. 75.
- ^ Halpern 2011, p. 73.
- ^ Halpern 2011, pp. 74–5.
- ^ Halpern 2011, p. 80.
- ^ Ryan 1985, p. 9.
- ^ Mowbray 1912, p. 278.
- ^ Barczewski 2006, p. 13.
- ^ Lord 2005, p. 2.
- ^ Barczewski 2006, p. 191.
- ^ Ballard 1987, p. 22.
- ^ Hutchings & de Kerbrech 2011, p. 109.
- ^ Barczewski 2006, p. 21.
- ^ a b Barczewski 2006, p. 284.
- ^ Halpern & Weeks 2011, p. 118.
- ^ Ballard 1987, p. 204.
- ^ Barczewski 2006, p. 29.
- ^ Aldridge 2008, p. 56.
- ^ Lord 2005, p. 103.
- ^ Brewster & Coulter 1998, pp. 45–47.
- ^ Brewster & Coulter 1998, pp. 64–65.
- ^ Bartlett 2011, p. 238.
- ^ Bartlett 2011, p. 266.
- ^ Bartlett 2011, p. 256.
- ^ Butler 2002, p. 169.
- ^ Kerins, Dan (2012). "White Star Offices, Canute Chambers, Canute Road, Southampton". Titanic trail. Southern Daily Echo. http://www.dailyecho.co.uk/heritage/titanic/trail/locations/9443568.Canute_Chambers/. Retrieved 21 March 2012.
- ^ Butler 2002, p. 172.
- ^ Bartlett 2011, p. 261.
- ^ Bartlett 2011, p. 262.
- ^ Butler 2002, pp. 170,172.
- ^ "Sufferers’ Fund Grows by Leaps and Bounds". New-York Tribune: p. 5. 20 April 1912.
- ^ Landau 2001, pp. 22-23.
- ^ Eaton & Haas 1995, p. 183.
- ^ Eaton & Haas 1995, p. 184.
- ^ Eaton & Haas 1995, p. 182.
- ^ Eaton & Haas 1995, p. 204.
- ^ Butler 1998, p. 173.
- ^ New York Times; Tuesday 30 April 1912 "GEORGE VANDERBILT’S ESCAPE.; Mrs. Dresser Persuaded Him Not to Sail on Titanic—Footman Lost." (in PDF format)
- ^ Butler 1998, p. 174.
- ^ Brewster & Coulter 1998, p. 72.
- ^ "Titanic – The Senatorial Investigation". United States Senate Inquiry. http://www.logoi.com/notes/titanic/senatorial_investigation.html. Retrieved 19 June 2010.
- ^ Butler 1998, pp. 180–186.
- ^ Butler 1998, pp. 192–194.
- ^ a b Butler 1998, p. 195.
- ^ Butler 1998, p. 189.
- ^ Eaton & Haas 1995, p. 223.
- ^ Eaton & Haas 1995, p. 310.
- ^ a b c Butler 2002, p. 160.
- ^ Butler 2002, p. 161.
- ^ Butler 2002, p. 159.
- ^ Chirnside 2004, p. 344.
- ^ Butler 2002, p. 164-165.
- ^ Butler 2002, p. 191,196.
- ^ Butler 2002, pp. 238–239.
- ^ Eaton & Haas 1995, p. 228.
- ^ Eaton & Haas 1995, p. 232.
- ^ Eaton & Haas 1995, p. 234.
- ^ Eaton & Haas 1995, p. 225.
- ^ "RMS Titanic: List of Bodies and Disposition of Same". Nova Scotia Archives and Records Management. http://www.gov.ns.ca/nsarm/cap/titanic/. Retrieved 3 March 2008.
- ^ Bartlett 2011, pp. 242–3.
- ^ "Maritime Museum of the Atlantic Titanic Research Page – Victims". Museum.gov.ns.ca. 8 November 2010. http://museum.gov.ns.ca/mma/research/titanicfaq.html#victims. Retrieved 29 January 2011.
- ^ a b Mowbray, Jay Henry (1912). "CHAPTER XXI. THE FUNERAL SHIP AND ITS DEAD". The sinking of the Titanic (1912). http://gaslight.mtroyal.ca/titnch21.htm. Retrieved 24 November 2008.
- ^ Eaton & Haas 1995, pp. 244–5.
- ^ 10 People Who Did Not Board the Titanic by Listverse.com website
- ^ Seven Famous People Who Missed the Titanic|History&Archaeology|Smithsonian Magazine; by the Smithsonian Institution Magazine, online website
- ^ Ward 2012, p. 166.
- ^ Spignesi 2012, p. 221.
- ^ Ward 2012, pp. 171–2.
- ^ Halpern & Weeks 2011, pp. 126–7.
- ^ Ballard 1987, p. 205.
- ^ Canfield 8 March 2012.
- ^ Ballard 1987, p. 203.
- ^ Ballard 1987, p. 207.
- ^ Ward 2012, p. 171.
- ^ Crosbie & Mortimer 2006, p. last page (no page number specified).
- ^ Spignesi 2012, p. 259.
- ^ Ward 2012, pp. 248, 251.
- ^ Howells 1999, p. ?.
- ^ Weinraub, Bernard (21 April 1997). "Hollywood Braces for Likely Delay Of ‘Titanic’". The New York Times. http://www.nytimes.com/1997/04/21/movies/hollywood-braces-for-likely-delay-of-titanic.html?pagewanted=1.
- ^ "Session Timeout – Academy Awards Database – AMPAS". Awardsdatabase.oscars.org. http://awardsdatabase.oscars.org/ampas_awards/DisplayMain.jsp?curTime=1246067553582. Retrieved 28 July 2009.
- ^ "All Time Worldwide Box Office Grosses". Box Office Mojo. http://boxofficemojo.com/alltime/world/. Retrieved 28 July 2009.
- ^ "Cameron does it again as ‘Avatar’ surpasses ‘Titanic’". Cablevision. 3 February 2010. http://www.newsday.com/entertainment/movies/cameron-does-it-again-as-avatar-surpasses-titanic-1.1741190. Retrieved 26 October 2010.
- ^ "AFI’s Top Ten Epic". American Film Institute. http://connect.afi.com/site/DocServer/TOP10.pdf?docID=441. Retrieved 19 January 2010.
- ^ Adams 2009, p. 10.
- ^ Butler 1998, p. 91.
- ^ Campbell 2008, p. 210.
- ^ "Bandmaster memorial in Colne". http://www.titanic-titanic.com/titanic_memorial-wallace_hartley.shtml.
- ^ "Southhampton (Titanic) Memorial". Online catalogue. The British Postal Museum & Archive. http://catalogue.postalheritage.org.uk/dserve/dserve.exe?dsqServer=localhost&dsqIni=Dserve.ini&dsqApp=Archive&dsqCmd=Show.tcl&dsqDb=Catalog&dsqPos=0&dsqSearch=((text)=’titanic’). Retrieved 13 March 2012.
- ^ "Titanic Memorial – Cobh". http://www.titanic-titanic.com/titanic_memorial-cobh.shtml.
- ^ a b c "Titanic Connections with Liverpool". Encyclopedia Titanica. http://www.encyclopedia-titanica.org/titanic-connections-with-liverpool.html. Retrieved 19 April 2011.
- ^ "’Titanic’ fans want Belfast memorial to be relocated". Encyclopedia Titanica (5 June 2009). http://www.encyclopedia-titanica.org/newsview.php?pageNum_rs_news=129&totalRows_rs_news=649&news=1244210169. Retrieved 4 July 2009.
- ^ "Titanic tourist project unveiled". BBC News. 11 August 2005. http://news.bbc.co.uk/1/hi/northern_ireland/4141684.stm.
- ^ "Women’s Titanic Memorial — Washington, DC". GLTS. 26 May 1931. http://www.glts.org/memorials/dc/womens.html. Retrieved 31 July 2010.
- ^ Gibberd, Ben (19 November 2006). "Taking Refuge Beneath Memory’s Gaze". The New York Times. http://www.nytimes.com/2006/11/19/nyregion/thecity/19stre.html. Retrieved 8 October 2009.
- ^ Homepage of Titanic Historical Society Inc. Retrieved 21 February 2012
- ^ Geller 2007, p. 1,2,10,11.
- ^ "The Titanic disaster". National Museums Liverpool. http://www.liverpoolmuseums.org.uk/maritime/collections/liners/titanic/index.aspx#objects. Retrieved 19 April 2011.
- ^ "Titanic: The Artifact Exhibition" (official website). http://www.titanictix.com/.
- ^ "Titanic launch 100th anniversary marked by Belfast flare". The Daily Telegraph (London). 31 May 2011. http://www.telegraph.co.uk/news/uknews/northernireland/8547713/Titanic-launch-100th-anniversary-marked-by-Belfast-flare.html. Retrieved 31 May 2011.
- ^ "Titanic Centenary" at bbc.co.uk
- ^ "Paramount Pictures, Twentieth Century Fox and Lightstorm Entertainment to Set Sail Again with James Cameron’s Oscar-Winning "Titanic" with a Worldwide 3D Re-release on April 6, 2012" (Press release). Paramount Pictures. 19 May 2011. http://www.paramount.com/news/press-releases/paramount-pictures-twentieth-century-fox-and-lightstorm-entertainment-to-set-sail-again-with-james-c. Retrieved 19 May 2011.
- ^ ITV: Titanic. Retrieved: 13 January 2012
- ^ "Robin Gibb to honour Titanic victims in first ‘classical’ composition". The Guardian. 20 January 2012. http://www.guardian.co.uk/music/2012/jan/20/robin-gibb-titanic-victims-classical-piece-1.
- ^ "Cruise to mark Titanic centenary". BBC News. 15 April 2009. http://news.bbc.co.uk/2/hi/uk_news/northern_ireland/7999110.stm.
- Adams, Simon (2009) . Eyewitness, Titanic. New York: DK Publishing. ISBN 978-0-7566-5036-0.
- Aldridge, Rebecca (2008). The Sinking of the Titanic. New York: Infobase Publishing. ISBN 978-0-7910-9643-7.
- Ballard, Robert D. (1987). The Discovery of the Titanic. New York: Warner Books. ISBN 978-0-446-51385-2.
- Barczewski, Stephanie (2006). Titanic: A Night Remembered. London: Hambledon Continuum. ISBN 978-1-85285-500-0.
- Barratt, Nick (2009). Lost Voices From the Titanic: The Definitive Oral History. London: Random House. ISBN 978-1-84809-151-1.
- Bartlett, W. B. (2011). Titanic: 9 Hours to Hell, the Survivors’ Story. Stroud, Gloucestershire: Amberley Publishing. ISBN 978-1-4456-0482-4.
- Beveridge, Bruce; Hall, Steve (2004). Olympic & Titanic: The Truth Behind the Conspiracy. Haverford, Pennsylvania: Infinity Publishing. ISBN 978-0-7414-1949-1. http://books.google.com/?id=6r0_PKEE3dwC&printsec=frontcover&dq=Olympic+and+Titanic#v=onepage&q=skid%20lights&f=false.
- Beveridge, Bruce; Hall, Steve (2011). "Description of the ship". In Halpern, Samuel. Report into the Loss of the SS Titanic: A Centennial Reappraisal. Stroud, UK: The History Press. ISBN 978-0-7524-6210-3.
- Brewster, Hugh; Coulter, Laurie (1998). 882½ Amazing Answers to your Questions about the Titanic. Madison Press Book. ISBN 978-0-590-18730-5.
- Butler, Daniel Allen (1998). Unsinkable: the full story of the RMS Titanic. Mechanicsburg, PA: Stackpole Books. ISBN 978-0-8117-1814-1. http://books.google.com/?id=JIj1Hu4BGLIC&printsec=frontcover&dq=Butler,+Daniel+%281998%29.+Unsinkable:+the+full+story+of+the+RMS+Titanic.#v=onepage&q&f=false.
- Butler, Daniel Allen (2002) . Unsinkable: the full story of the RMS Titanic. USA: Da Capo Press. ISBN 978-0-306-81110-4.
- Campbell, Ballard C. (2008). Disaster, Accidents and Crises in American History: A Reference Guide to the Nation’s Most Catastrophic Events. Facts on File Library of American History. New York: Infobase Publishing. ISBN 978-0-8160-6603-2. http://books.google.com/?id=VitlO1mWxzAC&printsec=frontcover&dq=Disaster,+Accidents+and+Crises+in+American+History:+A+Reference+Guide+to+the+Nation%27s+Most+Catastrophic+Event#v=onepage&q&f=false.
- Chernow, Ron (2010). The House of Morgan: An American Banking Dynasty and the Rise of Modern Finance. New York: Grove Press. ISBN 978-0-8021-4465-2.
- Chirnside, Mark (2004). The Olympic-Class Ships. Stroud, England: Tempus. ISBN 978-0-7524-2868-0.
- Crosbie, Duncan; Mortimer, Sheila (2006). Titanic: The Ship of Dreams. New York, NY: Orchard Books. ISBN 978-0-439-89995-6.
- Davenport-Hines, Richard (2012). Titanic Lives: Migrants and Millionaires, Conmen and Crew. UK: HarperCollins. ISBN 978-0-00-732164-3.
- Eaton, John P.; Haas, Charles A. (1987). Titanic: Destination Disaster: The Legends and the Reality. Wellingborough, UK: Patrick Stephens. ISBN 978-0-00-732164-3.
- Eaton, John P.; Haas, Charles A. (1995). Titanic: Triumph and Tragedy. New York: W.W. Norton & Company. ISBN 978-0-393-03697-8.
- Foster, John Wilson (1997). The Titanic Complex. Vancouver: Belcouver Press. ISBN 0-9699464-1-4.
- Gill, Anton (2010). Titanic : the real story of the construction of the world’s most famous ship. Channel 4 Books. ISBN 978-1-905026-71-5.
- Halpern, Samuel (2011). "Account of the Ship’s Journey Across the Atlantic". In Halpern, Samuel. Report into the Loss of the SS Titanic: A Centennial Reappraisal. Stroud, UK: The History Press. ISBN 978-0-7524-6210-3.
- Halpern, Samuel; Weeks, Charles (2011). "Description of the Damage to the Ship". In Halpern, Samuel. Report into the Loss of the SS Titanic: A Centennial Reappraisal. Stroud, UK: The History Press. ISBN 978-0-7524-6210-3.
- Howells, Richard (1999). The Myth of the Titanic. United Kingdom: MacMillan Press. ISBN 978-0-333-72597-9.
- Hutchings, David F.; de Kerbrech, Richard P. (2011). RMS Titanic 1909–12 (Olympic Class): Owners’ Workshop Manual. Sparkford, Yeovil: Haynes. ISBN 978-1-84425-662-4.
- Landau, Elaine (2001). Heroine of the Titanic: The Real Unsinkable Molly Brown. New York. pp. 22–23. ISBN 978-0-395-93912-3. http://books.google.com/?id=mbCF5L1sm94C&printsec=frontcover#v=onepage&q&f=false.
- Lightoller, Charles (1936). "Loss of the Titanic". Titanic and Other Ships. London: I. Nicholson and Watson. OCLC 9353219. http://www.titanic-titanic.com/titanic_and_other_ships_30.shtml.
- Lord, Walter (1997) . A Night to Remember (3rd ed.). New York: Henry Holt and Company. ISBN 978-0-553-27827-9.
- Lord, Walter (2005) . A Night to Remember. New York: St. Martin’s Griffin. ISBN 978-0-8050-7764-3.
- Lynch, Don (1992). Titanic: An Illustrated History. New York: Hyperion. ISBN 978-1-56282-918-6.
- McCluskie, Tom (1998). Anatomy of the Titanic. London: PRC Publishing. ISBN 978-1-85648-482-4.
- Merideth, Lee W. (2003). 1912 Facts About Titanic. Sunnyvale, CA: Rocklin Press. ISBN 978-0-9626237-9-0.
- Mowbray, Jay Henry (1912). Sinking of the Titanic. Harrisburg, PA: The Minter Company. OCLC 9176732.
- Spignesi, Stephen J. (1998). The Complete Titanic: From the Ship’s Earliest Blueprints to the Epic Film. Secaucus, New Jersey: Birch Lane Press. ISBN 978-1-55972-483-8.
- Spignesi, Stephen J. (2012). The Titanic For Dummies. Hoboken, NJ: John Wiley & Sons. ISBN 978-1-118-20651-5.
- Ward, Greg (2012). The Rough Guide to the Titanic. London: Rough Guides Ltd. ISBN 978-1-4053-8699-9.
- Wels, Susan (1997). Titanic: Legacy of the World’s Greatest Ocean Liner. Del Mar, California: Tehabi Books. ISBN 978-0-7835-5261-3.
- White Star Line Triple Screw Steamers Olympic and Titanic. New York: White Star Line. 1912.
Journals and news articles:
- Ryan, Paul R. (Winter 1985/86). "The Titanic Tale". Oceanus (Woods Hole, MA: Woods Hole Oceanographic Institution) 4 (28). http://www.archive.org/stream/oceanusv2804wood#page/n3/mode/2up.
- Canfield, Clarke (8 March 2012). "Full Titanic site mapped for 1st time". The Associated Press. http://www.fox10tv.com/dpps/news/national/northeast/full-titanic-site-mapped-for-1st-time-nt12-jgr_4098372. Retrieved 9 March 2012.
- Geller, Arnie (2007). "Premier Exhibitions (NASDAQ: PRXI Annual Report)" (PDF). Premier Exhibitions, Inc.. http://www.annualreports.com/HostedData/AnnualReports/PDFArchive/prxi2007.pdf. Retrieved 7 June 2011.
- "W.T. Stead & the Titanic". The W.T. Stead Resource Site. http://www.attackingthedevil.co.uk/titanic/index.php. Retrieved 9 June 2011.
- Mersey, Lord (1999) . The Loss of the Titanic, 1912. The Stationary Office. ISBN 978-0-11-702403-8.
- Online: "Report on the Loss of the "Titanic." (s.s.)". British Wreck Commissioner’s Inquiry. 30 July 1912. http://www.titanicinquiry.org/BOTInq/BOTReport/BOTRep01.php. Retrieved 12 February 2012.
Wikimedia Commons has media related to: RMS Titanic
- Ballard, Robert B. Lost Liners
- BBC Archive: Titanic
- Footage of RMS Titanic leaving Belfast for Southampton, 1912
- International Ice Patrol History Historian’s Office, US Coast Guard 24 May 2011
- RMS Titanic at the Open Directory Project
- RMS Titanic, Inc Corporate information and the official Titanic archive
- RMS Titanic official page on Facebook with vast collection of links and photos.
- Some Reflections on the Loss of the Titanic by Joseph Conrad, 1912
- Surviving the Titanic – slideshow by Life magazine
- Titanic Historical Society
- MarconiCalling – extensive archive material relating to Titanic
- Titanic: How can a disastrous ship be celebrated? BBC News Magazine
- The Titanic Disaster, Steamship Lanes, and the Establishment of the Ice Patrol: The 1912 Report of the Hydrographer, U.S. Navy
- Titanic Historical Society, Indian Orchard, MA, 
- Alternative theories
- Changes in safety practices
- Grand Staircase
- Legends and myths
- Popular culture
- Replica Titanic
- Sinking of Titanic
- Wreck of Titanic
- Edward J. Smith (Captain)
- Henry T. Wilde (Chief Officer)
- William M. Murdoch (First Officer)
- Charles H. Lightoller (Second Officer)
- Herbert J. Pitman (Third Officer)
- Joseph G. Boxhall (Fourth Officer)
- Harold G. Lowe (Fifth Officer)
- James P. Moody (Sixth Officer)
- Thomas Andrews
- John Jacob Astor
- Madeleine Astor
- Lawrence Beesley
- Karl Behr
- Margaret "Molly" Brown
- Francis Browne
- Archibald Butt
- Sir Cosmo Duff-Gordon
- Lucy, Lady Duff-Gordon
- Dorothy Gibson
- Archibald Gracie
- Benjamin Guggenheim
- Wallace Hartley
- Charles Melville Hays
- J. Bruce Ismay
- Noël Leslie, Countess of Rothes
- W.T. Stead
- Ida Straus
- Isidor Straus
- Jack Thayer
- Saved from the Titanic (1912)
- In Nacht und Eis (1912)
- Atlantic (1929)
- Titanic (1943)
- Titanic (1953)
- A Night to Remember (1958)
- The Unsinkable Molly Brown (1964)
- S.O.S. Titanic (1979)
- Raise the Titanic (1980)
- Titanica (1995)
- Titanic (TV miniseries) (1996)
- No Greater Love (1996)
- Titanic (1997)
- The Legend of the Titanic (1999)
- Titanic: The Legend Goes On (2001)
- Ghosts of the Abyss (2003)
- Titanic II (2010)
- Titanic (2012)
- Titanic: Blood and Steel (2012)
- Bandstand (Ballarat)
- Engine Room Heroes (Liverpool)
- Engineers (Southampton)
- Musicians (Southampton)
- Titanic (Belfast)
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- Titanic Belfast
- SeaCity Museum (Southampton)
- Titanic: The Artifact Exhibition
- Halomonas titanicae
- Women and children first
- SS Kaiser Wilhelm der Grosse (1897)
- SS Deutschland (1900)
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- SS Kaiser Wilhelm II (1902)
- RMS Lusitania (1906)
- RMS Mauretania (1906)
- SS Kronprinzessin Cecilie (1906)
- SS France (1910)
- RMS Olympic (1910)
- RMS Titanic (1911)
- RMS Aquitania (1913)
- HMHS Britannic (1914)
- RMS Windsor Castle (1922)
- RMS Arundel Castle (1921)
- Syracusia (240 BCE)
- Thalamegos (200 BCE)
- The Caravel (1400s)
- SS Royal William (1831)
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- RMS Celtic (1901)
- RMS Baltic (1903)
- RMS Empress of Scotland (1906)
- RMS Lusitania (1907)
- RMS Mauretania (1907)
- RMS Olympic (1911)
- RMS Titanic (1912)
- SS Imperator (1913)
- SS Leviathan (1913)
- RMS Majestic (1922)
- SS Normandie (1935)
- RMS Queen Elizabeth (1940)
- MS Sovereign of the Seas (1987)
- MS Sun Princess (1995)
- MS Carnival Destiny (1996)
- MS Grand Princess (1997)
- MS Voyager of the Seas (1999)
- MS Explorer of the Seas (2000)
- MS Navigator of the Seas (2002)
- RMS Queen Mary 2 (2004)
- MS Freedom of the Seas / MS Liberty of the Seas / MS Independence of the Seas (2006)
- MS Oasis of the Seas (2009)
- MS Allure of the Seas (2010)
Ships that were lost on their maiden voyage
- Vasa (1628)
- Georgiana (1863)
- Flach (1866)
- Posidonia (1940)1
- Bismarck (1941)1
- Dinsdale (1942)1
- Shinano (1944)1
- Amazon (1851)
- Tayleur (1854)
- Titanic (1912)
- Georges Philippar (1932)
- Magdalena (1949)
- Hans Hedtoft (1959)
- Zenobia (1980)
- Batavia (1629)
- Fortuyn (1723)
- Amsterdam (1749)
- Carrier Pigeon (1852)
- Crescent City (1871)2
- Irex (1890)
- Hastier (1919)
- Adolf Vinnen (1923)
- Mim (1939)
- Empire Thunder (1941)1
- Michael E (1941)1
- Alexander Macomb (1942)1
- Derryheen (1942)1
- Empire Clough (1942)1
- Empire Drum (1942)1, 2
- Empire Dryden (1942)1, 2
- Fort Good Hope (1942)1
- George Calvert (1942)1
- George Thatcher (1942)1
- Sam Houston (1942)1
- San Victorio (1942)1
- Stangarth (1942)1
- Stephen Hopkins (1942)1
- Bloody Marsh (1943)1
- Fort Cedar Lake (1943)1
- Haakon Jarl (1943)1
- John Morgan (1943)1
- J. Pinckney Henderson (1943)
- Kherzon (1943)
- Matt W. Ransom (1943)1, 3
- Molly Pitcher (1943)1
- Union Star (1981)2
- Ranga (1982)
- Mohawk (1876)
1 = Due to enemy action. 2 = Maiden revenue-earning voyage. 3 = Constructive total loss
White Star Line ships
Oceanic (Never completed)
- Red Jacket (1853)
- Blue Jacket (1854)
- Tayleur (1854)
- Oceanic (1870)
- Atlantic (1871)
- Baltic (1871)
- Tropic (1871)
- Asiatic (1871)
- Republic (1872)
- Adriatic (1872)
- Celtic (1872)
- Traffic (1872)
- Belgic (1872)
- Gaelic (1873)
- Britannic (1874)
- Germanic (1875)
- Arabic (1881)
- Coptic (1881)
- Ionic (1883)
- Doric (1883)
- Belgic (1885)
- Gaelic (1885)
- Cufic (1888)
- Runic (1889)
- Teutonic (1889)
- Majestic (1890)
- Tauric (1891)
- Magnetic (1891)
- Nomadic (1891)
- Naronic (1892)
- Bovic (1892)
- Gothic (1893)
- Cevic (1894)
- Pontic (1894)
- Georgic (1895)
- Delphic (1897)
- Cymric (1898)
- Afric (1899)
- Medic (1899)
- Persic (1899)
- Runic (1900)
- Suevic (1901)
- Celtic (1901)
- Athenic (1902)
- Corinthic (1902)
- Ionic (1903)
- Cedric (1903)
- Victorian (1903)
- Armenian (1903)
- Arabic (1903)
- Romanic (1903)
- Cretic (1903)
- Republic (1903)
- Canopic (1904)
- Cufic (1904)
- Baltic (1904)
- Tropic (1904)
- Gallic (1907)
- Adriatic (1907)
- Laurentic (1909)
- Megantic (1909)
- Zeeland (1910)
- Traffic (1911)
- Olympic (1911)
- Belgic (1911)
- Zealandic (1911)
- Titanic (1912)
- Ceramic (1912)
- Lapland (1914)
- Britannic (1914)
- Belgic (1917)
- Justicia (1918)
- Vedic (1918)
- Bardic (1919)
- Gallic (1920)
- Mobile (1920)
- Arabic (1920)
- Homeric (1920)
- Haverford (1921)
- Poland (1922)
- Majestic (1922)
- Pittsburgh (1922)
- Doric (1923)
- Delphic (1925)
- Regina (1925)
- Albertic (1927)
- Calgaric (1927)
- Laurentic (1927)
- Britannic (1930)
- Georgic (1932)
- RMS Titanic
- 1911 ships
- 1912 in Canada
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- Belfast-built ships
- Deaths by drowning
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- Edwardian era
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- History of the Halifax Regional Municipality
- Olympic class ocean liners
- Passenger ships of the United Kingdom
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- Shipwrecks in the Atlantic Ocean
- Steamships of the United Kingdom
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- This page was last modified on 28 March 2012 at 20:36.
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