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Re: TITANIC
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x5dos
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| 15 Oct 2011 09:33 PM |
Name: RMS Titanic Owner: White Star Line Port of registry: United Kingdom of Great Britain and Ireland Liverpool Route: Southampton to New York City Ordered: 17 September 1908 Builder: Harland and Wolff, Belfast Yard number: 401 Laid down: 31 March 1909 Launched: 31 May 1911 Christened: Not christened Completed: 31 March 1912 Maiden voyage: 10 April 1912 In service: 1912 Identification: Radio Callsign "MGY" UK Official Number: 131428 Yard number: 401 Fate: Sank on 15 April 1912 after hitting an iceberg in northwest Atlantic Ocean |
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x5dos
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| 15 Oct 2011 09:43 PM |
RMS Titanic was a passenger liner that struck an iceberg on her maiden voyage from Southampton, England, to New York City, and sank on 15 April 1912, resulting in the deaths of 1,517 people in one of the deadliest peacetime maritime disasters in history.
The largest passenger steamship in the world at the time, the Olympic-class RMS Titanic was owned by the White Star Line and constructed at the Harland and Wolff shipyard in Belfast, Ireland, UK. After setting sail for New York City on 10 April 1912 with 2,223 people on board, she hit the iceberg four days into the crossing, at 11:40 pm on 14 April 1912, and sank at 2:20 am the following morning. The high casualty rate resulting from the sinking was due in part to the fact that, although complying with the regulations of the time, the ship carried lifeboats for only 1,178 people. A disproportionate number of men died due to the "women and children first" protocol that was enforced by the ship's crew.
Titanic was designed by experienced engineers, using some of the most advanced technologies and extensive safety features of the time. The sinking of a passenger liner on her maiden voyage, the high loss of life and media frenzy over Titanic's famous victims, the legends about the sinking, the resulting changes in maritime law, and the discovery of the wreck have all contributed to the enduring interest in Titanic. |
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x5dos
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| 15 Oct 2011 10:08 PM |
Titanic was built at the Harland and Wolff shipyard in Belfast, UK, and designed to compete with the rival Cunard Line's Lusitania and Mauretania. Titanic, along with her Olympic-class sisters, Olympic and the soon-to-be-built Britannic (originally named Gigantic), were intended to be the largest, most luxurious ships ever to sail. The designers were Lord Pirrie,[16] a director of both Harland and Wolff and White Star, naval architect Thomas Andrews, Harland and Wolff's construction manager and head of their design department,[17] and the Right Honourable Alexander Carlisle, the shipyard's chief draughtsman and general manager.[note 2][18] Carlisle's responsibilities included the decorations, equipment and all general arrangements, including the implementation of an efficient lifeboat davit design. 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 davits.[19] Size comparison with the Airbus A380, a bus, a car, and an average-sized human
Construction of RMS Titanic, funded by the American J.P. Morgan and his International Mercantile Marine Co., began on 31 March 1909. Titanic's hull was launched at 12:13 on 31 May 1911, and her outfitting was completed by 31 March the following year. Her length overall was 882 feet 9 inches (269.1 m), the moulded breadth 92 feet (28 m), the tonnage 46,328 GRT, and the height, from the water line to the boat deck, 59 feet (18 m). She was equipped with two reciprocating four-cylinder, triple-expansion steam engines and one low-pressure Parsons turbine, each driving a propeller. There were 29 boilers fired by 159 coal burning furnaces that made possible a top speed of 23 knots (43 km/h; 26 mph). Only three of the four 62 foot (19 m) funnels were functional: the fourth, which only provided ventilation, was added to make the ship look more impressive. The ship was licensed to carry 3547 persons, passengers and crew.
Of the two steam-powered steering engines installed, one was kept in use and one kept in reserve; the engines could be slid away and disengaged when not required. A quarter-circle rack-and-pinion drive was connected to the short tiller through stiff springs, to isolate the 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. |
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x5dos
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| 15 Oct 2011 10:32 PM |
| The Titanic's design and construction featured luxury and opulence. There was a telephone system, a lending library and a large barber shop on the ship.[24] 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.[25] The Café Parisien offered cuisine for the first-class passengers, with a sunlit veranda fitted with trellis decorations.[26] The ship incorporated technologically advanced features for the period, including three electric elevators in first class and one in second class. She also had an extensive electrical system powered by steam-driven generators and ship-wide wiring for electric lights and two Marconi radios. One 5,000-watt set was manned by two Marconi Company operators working in shifts sending and receiving passenger messages.[27] First-class passengers paid a hefty fee for such amenities; the most expensive one-way trans-Atlantic passage was £875[citation needed] (equivalent to £64,204 as of 2011),[28] or $4,375 ($99,237 as of 2011).[29] |
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| 15 Oct 2011 10:33 PM |
Hey. Listen.
God doesn't even care. Not even a little bit. If he had a pocketful of cares. He wouldn't give you a single one.
Not. A. Single. One. |
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| 15 Oct 2011 10:33 PM |
Stop copying and pasting.
~I HAVE NO IDEA~ COBRA - OT's official Cobra Commander |
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| 15 Oct 2011 10:35 PM |
| big ship they called unsinkable that sunk the first time it sialed |
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| 15 Oct 2011 10:36 PM |
| The captain thought only normal people needed sleep. |
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x5dos
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| 16 Oct 2011 11:45 AM |
For her maiden voyage, Titanic carried a total of 20 lifeboats of three different varieties:[30]
Lifeboats 1 and 2: emergency wooden cutters: 25 ft (7.62 m) 2 in long by 7 ft (2.13 m) 2 in wide by 3 ft (0.91 m) 2 in deep; capacity 326.6 cubic feet (9.25 m3) or 40 people.[30] Lifeboats 3 to 16: wooden lifeboats: 30' long by 9'1" wide by 4' deep; capacity 655.2 cubic feet (18.55 m3) or 65 people.[30] Lifeboats A, B, C and D: Englehardt "collapsible" lifeboats: 27'5" long by 8' wide by 3' deep; capacity 376.6 cubic feet (10.66 m3) or 47 people.[30]
Almost all of the lifeboats were stowed securely to the boat deck, connected to davits by ropes. All of the lifeboats, including the collapsibles, were placed on the ship by the giant gantry crane at Belfast. 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. Lifeboats 1 and 2, the "emergency 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 immediately in-board of boats 1 and 2 respectively. Collapsible lifeboats A and B were stored on the roof of the officers' quarters, on either side of number 1 funnel. However there were no davits mounted on the officers' quarters to lower collapsibles A and B, and they weighed a considerable amount empty. During the sinking, lowering collapsibles A and B proved difficult as it was first necessary to slide the boats on timbers and/or oars down to the boat deck. During this procedure, collapsible B capsized and subsequently floated off the ship upside down.[31]
In the design stage, Carlisle suggested that Titanic use a new, larger type of davit, manufactured by the Welin Davit & Engineering Co Ltd, each of which could handle four lifeboats. Sixteen sets of these davits were installed, giving Titanic the ability to carry 64[32] wooden lifeboats—a total capacity of over 4,000 people, compared with Titanic's total carrying capacity of about 3,600[citation needed] passengers and crew. However, the White Star Line, while agreeing to the new davits, decided that only 16 wooden lifeboats (16 being the minimum required by the Board of Trade, based on Titanic's projected tonnage and passenger manifests from Olympic's 1911 voyages which were usually no more than 1100 people per passage[33]) and four collapsibles (folding lifeboats) would be carried, which could accommodate only 1,178 people (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 5,500 cubic feet (160 m3), plus enough capacity in rafts and floats for 75% (50% for vessels with watertight bulkheads) of that in the lifeboats. In principle, the White Star line could even have made use of the exception for vessels with watertight bulkheads, which would have reduced the legal requirements to a capacity of 756 persons only.[20] Therefore, the White Star Line actually provided much more lifeboat accommodation than was legally required.[34]
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]".[35]
Carlisle told the official inquiry that he had discussed the matter with J. Bruce Ismay, White Star's Managing Director, but in his testimony Ismay denied that he had ever heard of this, nor did he recollect noticing such provision in the plans of the ship he had inspected.[19][36] Ten days before the maiden voyage Axel Welin, the maker of Titanic's lifeboat davits, announced that his machinery had been installed because the vessel's owners were aware of forthcoming changes in official regulations. However, Harold Sanderson, vice-president of the International Mercantile Marine and former general manager of the White Star Line, denied that this had been the intention.[37] |
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blobbem
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x5dos
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| 16 Oct 2011 11:47 AM |
off topic
Titanic was fitted with five ballast and bilge pumps used for trimming the vessel, and three other bilge pumps with a capacity of 150 tons per hour each.[38] Two 10-inch (250 mm) main ballast pipes ran the length of the ship and valves controlling the distribution of water were operated from the bulkhead deck above.[39] The total discharge capacity from all eight pumps operating together was 1,700 tons or 425,000 imperial gallons (1,930 m3) per hour.[38] During the disaster, the engineers reported that the pumps succeeded in slowing the flooding of No. 6 boiler room in the first ten minutes after the collision, while also keeping pace with the flooding in No. 5 boiler room. These pumps could not have maintained the vessel's buoyancy indefinitely, but as long as they had steam to power them, the flooding could at least be slowed. At 23:50 pm on the night of the sinking, these sections were flooded and the inrush of water overwhelmed the pumps, at which point Titanic foundered.[40] |
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x5dos
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| 16 Oct 2011 12:54 PM |
Titanic closely resembled her older sister Olympic. Although she enclosed more space and therefore had a larger gross register tonnage, the hull was the same length as Olympic's. Three of the most noticeable differences from Olympic were that half of Titanic's forward promenade A-Deck (below the boat deck) was enclosed against outside weather, her B-Deck configuration was different, and Olympic also did not have the equivalent of Titanic's Café Parisien. Some of the flaws found on Olympic, such as the creaking of the aft expansion joint, were corrected on Titanic. The skid lights that provided night time illumination on A-deck were round, while on Olympic they were oval, and Titanic's wheelhouse was made narrower and longer than Olympic's.[41] These, and other modifications, made Titanic 1,004 gross register tons larger than Olympic and thus the largest ship in the world during her maiden voyage in April 1912.
As a result of Titanic's sinking, Olympic's 1913 refit included raising the height of her watertight compartment bulkheads, the addition of an outer skin to her hull, and a full complement of lifeboats. With the addition of both the Café Parisien and additional parlour suites, Olympic's overall gross tonnage rose to 46,359 tons—31 tons more than Titanic. After the sinking of the Britannic in 1916, the Olympic would hold the distinction of being the largest British-built vessel afloat until the RMS Queen Mary entered service in 1936.[42] |
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x5dos
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| 16 Oct 2011 01:20 PM |
Titanic's sea trials began at 6 am on Monday, 2 April, shortly after she was fitted out at Harland & Wolff shipyard, and just eight days before she was due to leave Southampton on her maiden voyage.[43]
Aboard Titanic 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, including Harold A. Sanderson of I.M.M and Thomas Andrews and Edward Wilding of Harland and Wolff. 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. Mr 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. After the trial, he signed an 'Agreement and Account of Voyages and Crew', valid for twelve months, which deemed the ship sea-worthy.[44]
After six hours of sea trials, Titanic left Belfast at noon for the 550-mile journey to Southampton, with Captain Charles A. Bartlett as the master |
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x5dos
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| 16 Oct 2011 02:26 PM |
The vessel began her maiden voyage from Southampton, bound for New York City on 10 April 1912, with Captain Edward J. Smith in command.[6] As Titanic left her berth, her wake caused the liner SS New York, which was docked nearby, to break away from her moorings, whereupon she was drawn dangerously close (about four feet) to Titanic before a tugboat towed New York away.[47] The incident delayed departure for about half an hour.[48] After crossing the English Channel, Titanic stopped at Cherbourg, France, to board additional passengers and stopped again the next day at Queenstown (known today as Cobh), Ireland.[6] As harbour facilities at Queenstown were inadequate for a ship of her size, Titanic had to anchor off-shore, with small boats, known as tenders, ferrying the embarking and disembarking passengers to and from the ship. When she finally set out for New York, there were 2,240 people aboard.[49]
John Coffey, a 23-year-old stoker, jumped ship at Queenstown by stowing away on a tender and hiding amongst mailbags destined for shore. A native of the town, he had probably joined the ship with this intention, but afterwards he said that the reason he had smuggled himself off the liner was that he held a foreboding about the voyage.[50] He later signed on to join the crew of Mauretania.[51]On the maiden voyage of Titanic some of the most prominent people of the day were travelling in first class. Among them were 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 (known afterward as the "Unsinkable Molly Brown" due to her efforts in helping other passengers while the ship sank), Sir Cosmo Duff Gordon and his wife, couturière Lucy (Lady Duff-Gordon), George Dunton Widener, his wife Eleanor, and son Harry, cricketer and businessman John Borland Thayer with his wife Marian and their seventeen-year-old son Jack, journalist William Thomas Stead, the Countess of Rothes, United States presidential aide Archibald Butt, author and socialite Helen Churchill Candee, author Jacques Futrelle and his wife May and their friends, Broadway producers Henry and Rene Harris and silent film actress Dorothy Gibson among others.[52] Banker J. P. Morgan was scheduled to travel on the maiden voyage, but cancelled at the last minute.[53] Travelling in first class aboard the ship were White Star Line's managing director J. Bruce Ismay and the ship's builder Thomas Andrews, who was on board to observe any problems and assess the general performance of the new ship. |
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EXcellent
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| 16 Oct 2011 02:27 PM |
| You can copy paragraphs from Wikipedia. Impressive. |
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x5dos
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x5dos
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| 16 Oct 2011 02:32 PM |
On the night of Sunday, 14 April 1912, the moon was not visible in the clear sky (being two days before new moon), the temperature had dropped to near freezing, and the ocean was flat calm. Captain Smith, in response to iceberg warnings received via wireless over the preceding few days, had drawn up a new course which took the ship slightly further southward. That Sunday at 1:45 pm,[note 3] a message from the steamer Amerika warned that large icebergs lay in Titanic's path, but because wireless radio operators Jack Phillips and Harold Bride were employed by Marconi,[54] and paid primarily to relay messages to and from the passengers,[55] they were not focused on relaying "non-essential" ice messages to the bridge.[56] Later that evening, another report of numerous large icebergs, this time from Mesaba, also failed to reach the bridge.
At 11:40 pm, while sailing about 400 miles (640 km) south of the Grand Banks of Newfoundland, lookouts Frederick Fleet and Reginald Lee spotted a large iceberg directly ahead of the ship. Sounding the ship's bell three times, Fleet telephoned Sixth Officer James Moody on the bridge exclaiming, "Iceberg, right ahead!". First Officer Murdoch, hearing Moody repeat the message, gave the helmsman, Robert Hichens, the order "hard-a-starboard", using the traditional tiller order for an abrupt turn to port (left).[57] Moody, stationed behind the helmsman, confirmed to Murdoch that his order had been carried out correctly.[58][59][60] Murdoch adjusted the engines (ordering through the telegraph for either "full reverse" or "stop" of the engines; survivor testimony on this conflicts).[61][62] |
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| 16 Oct 2011 02:33 PM |
| AND NOT A SINGLE CRAP WAS GIVEN THAT DAY. |
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x5dos
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| 16 Oct 2011 02:34 PM |
The ship made its fatal collision at an estimated 37 seconds[63] after Fleet sighted the berg. The iceberg scraped the ship's starboard (right) side, buckling the hull in several places and popping out rivets below the waterline over a length of 299 feet (90 m). This opened the first six compartments (the forward peak tank, the three forward holds and Boiler Rooms Nos. 5 & 6) to the sea; the ship was only designed to remain afloat with just the first four compartments flooded. The entire impact had lasted approximately 10 seconds.[20][64] Captain Smith, alerted by the jolt of the impact, arrived on the bridge and ordered a full stop. The watertight doors had been immediately shut by Murdoch, and within ten minutes of the collision the five forward compartments were flooded to a depth of 14 feet (4.3 m). The fifth and sixth water-filled compartments weighed down the ship's bow enough to allow more water to flood the vessel, accelerated by secondary flooding as regular openings in the ship's hull became submerged.[20] Additionally, about 130 minutes after the collision, water started pouring from the sixth into the seventh compartment over the top of the bulkhead separating them.[20] Following an inspection by the senior officers, the ship's carpenter J. Hutchinson and Titanic's shipbuilder Thomas Andrews, which included a survey of the half-flooded two-deck postal room, it was apparent that Titanic would sink. The lifeboats were ordered to be readied and a distress call was sent out. Andrews estimated the ship would go down within an hour to an hour and a half, and said that the pumps would only keep Titanic afloat for a few extra minutes. The pumps could only cope with 1,700 tons of water per hour,[38] but 2,000 gallons were flooding into the liner every five minutes.[citation needed] Shortly before midnight, almost 20 minutes after the collision, the forward third-class sections were beginning to flood. At 00:05, Captain Smith ordered all the lifeboats uncovered; five minutes later, at 00:10, he ordered them to be swung out; then, at 00:25, he ordered them to be loaded with women and children and then lowered away. At 00:50, 4th Officer Joseph Boxhall fired the first white distress rocket.
Wireless operators Jack Phillips and Harold Bride began sending the international distress signal "CQD", which was received by several ships, including Mount Temple, Frankfurt, Virginian and Titanic's sister ship, Olympic. In addition to the traditional CQD, Phillips also used the new "SOS" distress call on the advice of Bride, as SOS had successfully been used to summon help for the White Star Liner SS Republic which sank in 1909 after colliding with the liner SS Florida. Despite assurances that they were on their way, none of the vessels were close enough to reach the liner before she sank.[65] The closest ship to respond was Cunard Line's Carpathia 58 miles (93 km) away, which would arrive in an estimated four hours—too late to rescue all of Titanic's passengers. The Carpathia's wireless operator Harold Cottam awakened the ship's Captain Arthur Rostron, who immediately ordered the ship to race towards the Titanic's reported position.[66] The only land-based location that received the distress call from Titanic was a wireless station at Cape Race, Newfoundland.[65][67] Some of the responding liners did not fully comprehend the seriousness of the collision. As late as 1:30 am, a full 90 minutes after the first CQD was sent out, Olympic radioed her sister asking if they were steaming to the south to meet her, while the Frankfurt continually asked a frustrated Phillips for more details.
From the bridge, the lights of a nearby ship could be seen off the port side. The identity of this ship remains a mystery but there have been theories suggesting that it was probably either SS Californian or a Norwegian sealer called the Samson.[68] As it was not responding to wireless calls, Fourth Officer Boxhall and Quartermaster Rowe attempted signalling the ship with a Morse lamp and later with distress rockets, but the ship never appeared to respond.[69] Californian, which was nearby and stopped for the night because of ice, also saw lights in the distance, but its wireless was turned off for the night. Just before the Californian's wireless operator had gone off-duty at around 23:00, he attempted to warn Titanic that there was ice ahead, but he was cut off by an annoyed Jack Phillips. Occupied with sending backlogged passenger messages, Phillips fired back an angry response, "Shut up, shut up, I am busy; I am working (the Newfoundland wireless station) Cape Race".[70] When Californian's officers first saw the ship, they tried signalling her with their Morse lamp, but never received a response. Later, they noticed Titanic's distress rockets in the sky above the ship's lights, and informed Captain Stanley Lord. Even though there was much discussion about the mysterious ship, which to the officers on duty appeared to be moving away, the master of Californian did not wake the ship's wireless operator until morning.[69] |
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x5dos
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| 16 Oct 2011 02:35 PM |
The first lifeboat launched was Lifeboat 7 on the starboard side with 28 people on board out of a capacity of 65. It was lowered at around 12:45 am as believed by the British Inquiry.[71] Lifeboat 6 and Lifeboat 5 were launched ten minutes later. Lifeboat 1 was the fifth lifeboat to be launched with 12 people. Lifeboat 11 was overloaded with 70 people. Collapsible D was the last lifeboat to be launched.[71] Titanic carried 20 lifeboats with a total capacity of 1,178 people. While not enough to hold all of the passengers and crew, Titanic carried more boats than was required by the British Board of Trade Regulations. At the time, the number of lifeboats required was determined by a ship's gross register tonnage, rather than her passenger capacity.
Titanic had ample stability and sank with only a few degrees list, the design being such that there was very little risk of unequal flooding and possible capsize.[20] Furthermore the electric power plant was operated by the ship's engineers until the end. Hence Titanic showed no outward signs of being in imminent danger, and passengers were reluctant to leave the apparent safety of the ship to board small lifeboats. Moreover, large numbers of Third Class passengers were unable to reach the lifeboat deck through unfamiliar parts of the ship and past barriers, although some stewards such as John Edward Hart[72] and William Denton Cox successfully led groups from Third Class to the lifeboats.[73] As a result, most of the boats were launched partially empty; boat 1, meant to hold 40 people, left Titanic with only 12 people on board. With "Women and children first" the imperative for loading lifeboats, Second Officer Lightoller, who was loading boats on the port side, allowed men to board only if oarsmen were needed, even if there was room. First Officer Murdoch, who was loading boats on the starboard side, let men on board if women were absent. As the ship's list increased people started to become nervous, and some lifeboats began leaving fully loaded. By 2:05 am, the entire bow was under water, and all the lifeboats, except for two, had been launched. |
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x5dos
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| 16 Oct 2011 02:46 PM |
Around 2:10 am, the stern rose out of the water, exposing the propellers, and by 2:17 am the waterline had reached the boat deck. The last two lifeboats floated off the deck, collapsible B upside down, collapsible A half-filled with water after the supports for its canvas sides were broken in the fall from the roof of the officers' quarters. Shortly afterwards, the forward funnel collapsed, crushing part of the bridge and people in the water. On deck, people were scrambling towards the stern or jumping overboard in hopes of reaching a lifeboat. The ship's stern slowly rose into the air, and everything unsecured crashed towards the water. While the stern rose, the electrical system finally gave way causing the lights to go out. Shortly afterward, the stress on the hull caused Titanic to break apart between the last two funnels, and the bow section went completely under. The stern section righted itself slightly and then rose vertically. After a few moments, at 2:20 am, it also sank.[74]
Only two of the 18 launched lifeboats rescued people after the ship sank. Lifeboat 4 was close by and picked up five people, two of whom later died. Close to an hour later, lifeboat 14 went back and rescued four people, one of whom died afterward. Other people managed to climb onto the lifeboats that floated off the deck. There were some arguments in some of the other lifeboats about going back, but many survivors were afraid of being swamped by people trying to climb into the lifeboat or being pulled down by the suction from the sinking Titanic, though it turned out that there had been very little suction.[75]
As the ship fell into the depths, the two sections behaved very differently. The streamlined bow planed off approximately 2,000 feet (610 m) below the surface and slowed somewhat, landing relatively gently. The stern plunged violently to the ocean floor, the hull being torn apart along the way from massive implosions caused by compression of water tight compartments inside the ship. The stern smashed into the bottom at considerable speed, grinding the hull deep into the silt.[74]
After steaming at 17.5 knots (32.4 km/h) for just under four hours, RMS Carpathia arrived in the area and at 4:10 am began rescuing survivors. By 8:30 am she picked up the last lifeboat with survivors and left the area at 08:50[76] bound for New York.[75] |
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x5dos
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| 16 Oct 2011 02:50 PM |
| On 18 April, Carpathia docked at Pier 54 at Little West 12th Street in New York with the survivors.[77] She arrived at night and was greeted by thousands of people. Immediate relief in the form of clothing and transportation to shelters was provided by the Women's Relief Committee, the Travelers Aid Society, and the Council of Jewish Women, among other organizations.[78][79] Titanic had been heading for 20th Street. Carpathia dropped off the empty Titanic lifeboats at Pier 59, as property of the White Star Line, before unloading the survivors at Pier 54. Both piers were part of the Chelsea Piers built to handle luxury liners of the day. As news of the disaster spread, many people were shocked that Titanic could sink with such great loss of life despite all of her technological advances.[80] On the morning of 15 April 1912, the White Star Line headquarters in Liverpool were besieged by press and relatives of passengers, officials feared leaving the building and therefore updated the crowds from the fourth floor balconies.[81] Newspapers were filled with stories and descriptions of the disaster and were eager to get the latest information. Many charities were set up to help the victims and their families, many of whom lost their sole breadwinner, or, in the case of third class survivors, lost everything they owned.[82] 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.[83] The people of Southampton were deeply affected by the sinking. According to the Hampshire Chronicle on 20 April 1912, almost 1,000 local families were directly affected. Almost every street in the Chapel district of the town lost more than one resident and over 500 households lost a member. |
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x5dos
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| 16 Oct 2011 02:53 PM |
Of a total of 2,224 people aboard Titanic only 710, less than a third, survived and 1,514 perished.[84] The majority of deaths were caused by hypothermia in the 28 °F (−2 °C) water[85] where death could occur in as little as 15 minutes.[86]
Men and members of the 2nd and 3rd class were less likely to survive. Of the male passengers in second class, 92 percent perished. Less than a quarter of third-class passengers survived.[87] All but one of the children in first and second class survived, whereas less than half were saved in third class. 97 percent of the women in first class survived, 86 percent of the women survived in second class and less than half survived in third class.[87] Of men on board, 33 percent of the first class were saved, while only 8 percent of the second class and 16 percent of the third class were saved. Overall, only 20 percent of the men survived, compared to nearly 75 percent of the women.[87] Men in first class were four times as likely to survive as men in second class, and twice as likely to survive as those in third.[87] The greatest disparity between adult male and female survival rates occurs between first class women and second class men, the former twelve times as likely to survive as the latter. Also notable is the fact that even third class women were significantly more likely to survive than first class men, with 46 percent of third class women saved compared to 33 percent of first class men.
Four of the eight officers survived. About 21 of the 29 able seamen survived and all seven quartermasters and eight lookouts survived. Three of the 13 leading firemen survived, around 45 other firemen survived and around 20 of the 73 coal trimmers survived. Four of the 33 greasers survived and one of the six mess hall stewards survived. Around 60 of the 322 stewards and 16 of the 18 stewardesses survived. Three of the 68 restaurant staff survived. All five postal clerks, guarantee group, and eight-member orchestra perished.
Another disparity is that a greater percentage of British passengers died than Americans; some sources[who?] suggest it was because Britons of the time were polite and queued, rather than forcing their way onto the lifeboats. The captain Edward John Smith was shouting: "Be British, boys, be British!" as the liner went down.[88][89] |
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x5dos
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| 16 Oct 2011 02:59 PM |
A Swede, Alma Pålsson, was travelling third class with four children aged under 10 to meet her husband; all died. "Pålsson's grief was the most acute of any who visited the offices of the White Star, but his loss was the greatest. His whole family had be The sailors aboard the ship CS Mackay-Bennett, which recovered bodies from Titanic, were upset by the discovery of a 19-month-old boy. They paid for a monument and he was buried on 4 May 1912 with a copper pendant placed in his coffin by the sailors that read "Our Babe". The boy was identified in 2007 as Sidney Leslie Goodwin.[91] Stewardess Violet Jessop, who had been on board RMS Olympic during the collision with HMS Hawke in 1911, went on to survive the sinking of HMHS Britannic, Titanic's younger sister ship, in 1916.[92] The last living survivor was Millvina Dean from England, only nine weeks old at the time of the sinking. She died on 31 May 2009, the 98th anniversary of the launching of Titanic's hull.[93] There are many stories about dogs on Titanic: After transferring to a lifeboat, Madeleine Astor saw her Airedale running on the decks and she reported that she assumed that her husband had released the dogs from the ship's kennels before it went down to give them "a fighting chance".[94] Two lap dogs survived with their owners in lifeboats.[95] Many survivors claimed the cachet of being saved by none other than the richest man in the world, John Jacob Astor IV, who did not survive.[94] en wiped out."[90] |
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x5dos
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| 16 Oct 2011 03:03 PM |
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 ships followed in the search: 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. Most of the bodies were numbered. The five passengers buried at sea by Carpathia went unnumbered.[96] In mid-May 1912, RMS Oceanic recovered three bodies (numbers 331, 332 and 333) over 200 miles (320 km) from the site of the sinking who were among the original occupants of Collapsible A, which was swamped in the last moments of the sinking. Although several people managed to reach this lifeboat, three died during the night. When Fifth Officer Harold Lowe and six crewmen returned to the wreck site sometime after the sinking with an empty lifeboat to pick up survivors, they rescued a female from Collapsible A, but left the three dead bodies in the boat: Thomas Beattie, a first class passenger, and two crew members, a fireman and a seaman. After their retrieval from Collapsible A by Oceanic, the bodies were then buried at sea.[97][98]
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.[99] 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.[100] Complaints about the burials at sea were made by families and undertakers. Later ships such as Minia found fewer bodies, requiring fewer embalming supplies, and were able to limit burials at sea to bodies which were too damaged to preserve.
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. His identification system would later be used to identify victims of the Halifax Explosion in 1917. 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.[100] 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.[101] Much floating wreckage was also recovered with the bodies, many pieces of which 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.[102]
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