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RMS Titanic departing Southampton on 10 April 1912
History
Name	RMS Titanic
Owner	White Star Line
Port of registry	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	list error: <br /> list (help) Radio Callsign "MGY" UK Official Number: 131428 Yard number: 401
Fate	Sank on 15 April 1912 after hitting an iceberg in northwest Atlantic Ocean
General characteristics
Class and type	Olympic-class ocean liner
Tonnage	46,328 GRT GRT uses unsupported parameter (help)
Displacement	52,310 tons
Length	882 ft 9 in (269.1 m)
Beam	92 ft 0 in (28.0 m)
Height	175 ft (53.3 m) (Keel to top of funnels)
Draught	34 ft 7 in (10.5 m)
Depth	64 ft 6 in (19.7 m)
Decks	9 (Lettered A through G)
Installed power	24 double-ended (six furnace) and 5 single-ended (three furnace) Scotch marine boilers Two four-cylinder reciprocating triple-expansion steam engines each producing 15,000 hp for the two outboard wing propellers at 75 revolutions per minute One low-pressure turbine producing 16,000 hp A total of 46,000 HP (design) – 59,000 HP (maximum)
Propulsion	Two bronze triple-blade wing propellers One bronze quadruple-blade centre propeller
Speed	21 knots (39 km/h; 24 mph) 23 knots (43 km/h; 26 mph) (maximum)
Capacity	list error: mixed text and list (help) Passengers and crew (fully loaded): 3547 Staterooms (840 total): First Class: 416 Second Class: 162 Third Class: 262 Plus 40 open berthing areas
Crew	885

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 an iceberg four days into the crossing, at 11:40 pm on 14 April 1912, and sank at 2:20 am on the morning of 15 April. 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.

Construction

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, 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, and the Right Honourable 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. 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.

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.

Features

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. 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 offered cuisine for the first-class passengers, with a sunlit veranda fitted with trellis decorations. 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. First-class passengers paid a hefty fee for such amenities; the most expensive one-way trans-Atlantic passage was £875 (equivalent to £Error when using {{Inflation}}: |end_year=2,024 (parameter 4) is greater than the latest available year (2,023) in index "UK". as of 2024), or $4,375 ($Error when using {{Inflation}}: |end_year=2,024 (parameter 4) is greater than the latest available year (2,023) in index "US". as of 2024).

Lifeboats

For her maiden voyage, Titanic carried a total of 20 lifeboats of three different varieties:

• 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 m) or 40 people.
• Lifeboats 3 to 16: wooden lifeboats: 30' long by 9'1" wide by 4' deep; capacity 655.2 cubic feet (18.55 m) or 65 people.
• 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 m) or 47 people.

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.

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 wooden lifeboats—a total capacity of over 4,000 people, compared with Titanic's total carrying capacity of about 3,600 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) 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 m), 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. Therefore, the White Star Line actually provided much more lifeboat accommodation than was legally required.

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 ".

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. 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.

Pumps

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. 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. The total discharge capacity from all eight pumps operating together was 1,700 tons or 425,000 imperial gallons (1,930 m) per hour. 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.

Comparisons with the Olympic

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. 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.

Ship history

Sea trials

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.

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.

After six hours of sea trials, Titanic left Belfast at noon for the 550-mile journey to Southampton, under the command of Captain Herbert Haddock.

Maiden voyage

The vessel began her maiden voyage from Southampton, bound for New York City on 10 April 1912, with Captain Edward J. Smith in command. 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. The incident delayed departure for about half an hour. 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. 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.

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. He later signed on to join the crew of Mauretania.

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. Banker J. P. Morgan was scheduled to travel on the maiden voyage, but cancelled at the last minute. 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.

Sinking

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, 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, and paid primarily to relay messages to and from the passengers, they were not focused on relaying "non-essential" ice messages to the bridge. 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). Moody, stationed behind the helmsman, confirmed to Murdoch that his order had been carried out correctly. Murdoch adjusted the engines (ordering through the telegraph for either "full reverse" or "stop" of the engines; survivor testimony on this conflicts).

Collision

The ship made its fatal collision at an estimated 37 seconds 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. 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. 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. 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, but 2,000 gallons were flooding into the liner every five minutes. Shortly before midnight, almost 20 minutes after the collision, the forward third-class sections were beginning to flood. At 12:05 am, Captain Smith ordered all the lifeboats uncovered; five minutes later, at 12:10, he ordered them to be swung out; then, at 12:25 , he ordered them to be loaded with women and children and then lowered away. At 12:50 am, 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. 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. The only land-based location that received the distress call from Titanic was a wireless station at Cape Race, Newfoundland. 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. 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. 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 Cape Race". 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.

Lifeboats launched

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. 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. 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. 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 and William Denton Cox successfully led groups from Third Class to the lifeboats. 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.

Final minutes

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.

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.

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.

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 bound for New York.

Aftermath

Arrival of Carpathia in New York

On 18 April, Carpathia docked at Pier 54 at Little West 12th Street in New York with the survivors. 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. 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. 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. 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. 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. 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.

Survivors, victims and statistics

Of a total of 2,224 people aboard Titanic only 710, less than a third, survived and 1,514 perished. The majority of deaths were caused by hypothermia in the 28 °F (−2 °C) water where death could occur in as little as 15 minutes.

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. 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. 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. 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. 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 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.

Notable Passengers

• 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 been wiped out."

• 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.
• 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.
• 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.
• 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". Two lap dogs survived with their owners in lifeboats.
• 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.

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 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. 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.

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. 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. 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. 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.

Memorials

Monuments commemorating the Titanic and its victims have been erected in several locations.

In Cobh (formerly 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 ill-fated liner as she set out across the Atlantic on 11 April 1912.

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 Wallace Hartley and the other musicians who continued playing as the ship went down. A memorial to the ship's five postal workers, which says "Steadfast in Peril" is held by Southampton Heritage Services.

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.

Among a number of memorials in the United States are the Titanic Memorial in Washington, D.C. and a memorial to Ida Straus at Straus Park in Manhattan, New York.

The Titanic Quarter in Belfast is planned to be completed by 15 April 2012, the 100th anniversary of the sinking of Titanic. The area will be regenerated and a signature memorial project unveiled to celebrate Titanic and her links with Belfast, where the ship was built.

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.

Investigations into the RMS Titanic disaster

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 investigations found that many safety rules were simply out of date, and new laws were recommended. Numerous safety improvements for ocean-going vessels were implemented, including improved hull and bulkhead design, access throughout the ship for egress of passengers, lifeboat requirements, improved life-vest design, the holding of safety drills, better passenger notification, radio communications laws, etc. The investigators also learned that Titanic had sufficient lifeboat space for all first-class passengers, but not for the lower classes. In fact, most third class passengers had no idea where the lifeboats were, much less any way of getting to the upper decks where the lifeboats were stowed. U.S. immigration regulations of the time required complete isolation of third class passengers. As a result, the route to the boat deck through the higher classes of accommodation was quite inefficient—so much so that third-class steward John Hart had to guide E-deck passengers up to the boat deck in two trips, leaving many passengers still below decks when the ship sank.

SS Californian inquiry

Both inquiries into the disaster examined the SS Californian's assistance to Titanic. Testimony before the British inquiry revealed that at 22:10, 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 22:10) that this was a passenger liner. Californian had warned the ship by radio of the pack ice which was the reason Californian had stopped for the night, but was violently rebuked by Titanic's senior wireless operator, Jack Phillips. At 23:50, 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, occurred five times between 23:30 and 01:00, but were not acknowledged. (In testimony, it was stated that Californian's Morse lamp had a range of about four miles (6 km), so could not have been seen from Titanic.)

Captain Lord had retired at 23:30; however, Second Officer Herbert Stone, now on duty, notified Lord at 01:15 that the ship had fired a rocket, followed by four more. 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 01:50 and Stone noted that the ship looked strange in the water, as if she were listing. At 02:15, 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 05:30, 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 ships. Frankfurt notified the operator of Titanic's loss, Captain Lord was notified, and the ship set out for assistance.

The inquiries found that Californian was much closer to Titanic than the 19.5 miles (31.4 km) that Captain Lord had believed, and that Lord should have awakened the wireless operator after the rockets were first reported to him, and thus could have acted to prevent loss of life.

In 1990, following the discovery of the wreck, the Marine Accident Investigation Branch of the British Department of Transport re-opened the inquiry to review the evidence relating to Californian. Its report of 1992 concluded that Californian was farther from Titanic than the earlier British inquiry had found, and that the distress rockets, but not Titanic herself, would have been visible from Californian.

Discovery of the wreck

The idea of finding the wreck of Titanic, and even raising the ship from the ocean floor, had been around since shortly after the ship sank. No attempts were successful until 1 September 1985, when a joint American-French expedition, led by Jean-Louis Michel (Ifremer) and Dr. Robert Ballard (WHOI), located the wreck using the side-scan sonar from the research vessels Knorr and Le Suroit. The wreck was found at a depth of 2.5 miles (4 km), slightly more than 370 miles (600 km) south-east of Mistaken Point, Newfoundland at 41°43′55″N 49°56′45″W / 41.73194°N 49.94583°W / 41.73194; -49.94583. Ifremer, the French partner in the search, records a depth of 3,800 m (12,467 ft). These are approximately 2.33 miles (3.75 km), and they are often rounded upwards to 2.5 miles (4.0 km) or 4 km.

The most notable discovery the team made was that the ship had split apart, the stern section lying 1,970 feet (600 m) from the bow section and facing opposite directions. There had been conflicting witness accounts of whether the ship broke apart or not; it was generally assumed, before the discovery of the wreck, that the ship did not break apart. Surrounding the wreck is a large debris field with pieces of the ship, furniture, dinnerware and personal items scattered over 2 square miles (5.2 km). Approximately 5,500 artefacts have been removed from the wreck. Many of these were put 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'.

Many scientists, including Robert Ballard, are concerned that visits by tourists in submersibles and the recovery of artefacts are hastening the decay of the wreck. Underwater microbes have been eating away at Titanic's steel since the ship sank, but because of the extra damage caused by visitors the National Oceanic and Atmospheric Administration estimates that "the hull and structure of the ship may collapse to the ocean floor within the next 50 years."

Titanic's rediscovery in 1985 launched a debate over ownership of the wreck and the valuable items inside. In 1994 RMS Titanic Inc., a subsidiary of Premier Exhibitions Inc., was awarded ownership and salvaging rights by the United States District Court for the Eastern District of Virginia. (See Admiralty law) On 24 March 2009, it was revealed that the fate of 5,900 artefacts retrieved from the wreck will rest with a US District Judge's decision. The ruling will decide whether the artefacts should be placed in a public exhibit or in the hands of private collectors. The judge will also rule on the RMS Titanic Inc.'s degree of ownership of the wreck as well as establishing a monitoring system to check future activity upon the wreck site. On 12 August 2010, Judge Rebecca Beach Smith granted RMS Titanic, Inc. fair market value for the artefacts, but says that it may take another year to decide how that award will be paid.

Possible factors in the sinking

It is well established that the sinking of Titanic was the result of an iceberg collision, which fatally punctured the ship's five forwardmost watertight compartments. Less obvious, however, are the reasons for the collision itself (which occurred on a clear night, and after the ship had received numerous ice warnings), the factors underlying the sheer extent of the damage sustained by the ship, and the reasons for the extreme loss of life.

Construction and metallurgy

Originally, historians thought the iceberg had cut a gash into Titanic's hull. Since the part of the ship that the iceberg damaged is now buried, scientists used sonar to examine the area and discovered the iceberg had caused the hull to buckle, allowing water to enter Titanic between her steel plates.

The steel plate used for Titanic's hull was of 1 to 1½ inch (2.5 to 3.8 cm) thickness. A detailed analysis of small pieces of the steel plating from Titanic found that it was of a metallurgy that loses its ductility and becomes brittle in cold or icy water, leaving it vulnerable to dent-induced ruptures. The pieces of steel were found to have very high content of phosphorus and sulphur (4× and 2× respectively, compared with modern steel), with manganese-sulphur ratio of 6.8:1 (compared with over 200:1 ratio for modern steels). High content of phosphorus initiates fractures, sulphur forms grains of iron sulphide that facilitate propagation of cracks, and lack of manganese makes the steel less ductile. The recovered samples were found to be undergoing ductile-brittle transition in temperatures of 90 °F (32 °C) for longitudinal samples and 133 °F (56 °C) for transversal samples, compared with transition temperature of −17 °F (−27 °C) common for modern steels: modern steel would only become so brittle in between −76 °F and −94 °F (−60 °C and −70 °C). Titanic's steel, although "probably the best plain carbon ship plate available at the time", was thus unsuitable for use at low temperatures. The anisotropy was probably caused by hot rolling influencing the orientation of the sulphide stringer inclusions. The steel plate for Titanic was supplied by David Colville & Sons using acid-lined, open hearth furnaces at their Dalzell Steel and Iron Works in Motherwell near Glasgow, which would explain the high content of phosphorus and sulphur, even for the time. Newer analysis, using slow bend tests on six hull samples at room temperature and at 0 °C (32 °F), suggest that Titanic's hull steel was by no means a brittle material, even at ice-brine temperatures; earlier tests had been made using a simulated impact (the "Charpy test"), whereas a simulated "slow bend", representing a glancing collision, is more representative of the event.

Another factor was the rivets holding the hull together, several of which were much more fragile than once thought. The major part of Titanic's hull was held together by steel rivets which were installed by a hydraulic riveting machine. At the bow and the stern this machine could not be used. There, the stresses were expected to be much lower than at the central hull, thus the use of wrought iron rivets (which could be easier installed by hand) was sufficient. Forty-eight out of the millions of rivets holding the Titanic together were recovered from the wreck site, six of which were identified as hull rivets. While the mild steel rivets were of proper quality, the scientists found many of the wrought iron rivets to be riddled with high concentrations of slag. A glassy residue of smelting, slag can make rivets brittle and prone to fracture. Records from the archive of the builder show that the ship's builder ordered No. 3 iron bar, known as "best"—not No. 4, known as "best-best", as material for the wrought iron rivets, although shipbuilders at that time typically used No. 4 iron for such rivets. Rivets of "best best" iron had a tensile strength of approximately 80% of steel's; "best" iron was only around 73%. Despite this, the most extensive and finally fatal damage the Titanic sustained, at boiler rooms No. 5 and 6, was done in an area where steel rivets were used.

Rudder construction and turning ability

Although Titanic's rudder met the mandated dimensional requirements for a ship her size, the rudder's design might not have reflected contemporary design standards. According to research by BBC History: "Her stern, with its high graceful counter and long thin rudder, was an exact copy of an 18th-century sailing ship... a perfect example of the lack of technical development. Compared with the rudder design of the Cunarders, Titanic's was a fraction of the size. No account was made for advances in scale and little thought was given to how a ship, 852 feet [sic] in length might turn in an emergency or avoid collision with an iceberg. This was Titanic's Achilles heel." In fact, far from being an ill-considered copy of a traditional design, the tall rudder shape was more effective at the vessel's designed cruising speed; short, square rudders are more suitable for low-speed manoeuvring. Compared with the modern legal standard—which requires rudder areas to be within a range of 1.5% and 5% of the hull's underwater profile—Titanic's rudder was at the low end of the range at 1.9%, but this configuration has been shown to be more effective because it provides better laminar flow of water. During World War One, the Olympic—a "most manoeuvrable and responsive ship"—fitted with the same semi-oval rudder as Titanic was able to turn quickly to avoid an enemy submarine, then chase it down and ram and sink it.

Possibly contributing to the disaster was Titanic's triple-screw engine configuration, which had reversible reciprocating steam engines driving the two outboard propellers, and a non-reversible steam turbine driving the centre propeller. According to Fourth Officer Joseph Boxhall, who came onto the bridge just after the collision, First Officer Murdoch had set the engine room telegraph to reverse the engines to avoid the iceberg, but because the centre turbine could not reverse during the "full speed astern" manoeuvre, it and the centre propeller, positioned directly forward of the ship's rudder, were simply stopped. This greatly reduced the rudder's effectiveness, thus handicapping the turning ability of the ship. Had Murdoch simply turned the ship while maintaining her forward speed, Titanic might have missed the iceberg with metres to spare. Another survivor, engine room worker Frederick Scott, gave contrary evidence, recalling that at his station in the engine room all four sets of telegraphs had changed to "Stop", but not until after the collision.

Orientation of impact

It has been speculated that the ship could have been saved if she had rammed the iceberg head on. It is hypothesised that if Titanic had not altered her course at all and instead collided head first with the iceberg, the impact would have been taken by the naturally stronger bow and damage would have affected only one or two forward compartments. This would have disabled her, and possibly caused casualties among the passengers near the bow, but probably would not have resulted in sinking since Titanic was designed to float with the first four compartments flooded. Instead, the glancing blow to the starboard side caused buckling in the hull plates of the first six compartments; more than the ship's designers had anticipated.

Weather

The conditions at the time of the collision—a flat calm sea, without wind or swell—were unusual for that part of the Atlantic. In addition, it was a moonless night. Under normal sea conditions in the area of the collision, waves would have broken over the base of any icebergs, increasing their visibility to lookouts even on a moonless night. A weather front, moving down from the northwest, lowered the temperature from about 43° Fahrenheit (6° Celsius) to near freezing, causing difficulty for the lookouts. The northwest winds behind the front helped to push a giant ice field toward the ships.

Excessive speed

The conclusion of the British Inquiry into the sinking was “that the loss of the said ship was due to collision with an iceberg, brought about by the excessive speed at which the ship was being navigated”. At the time of the collision it is thought that Titanic was at her normal cruising speed of about 21 knots (39 km/h), which was less than her top speed of around 23 knots (43 km/h). At the time it was common (but not universal) practice to maintain normal speed in areas where icebergs were expected. It was thought that any iceberg large enough to damage the ship would be seen in sufficient time to be avoided. It is often alleged that J. Bruce Ismay instructed or encouraged Captain Smith to increase speed in order to make an early landfall, and it is a common feature in popular representations of the disaster, such as the 1997 film, Titanic. There is little evidence for this having happened, and it is disputed by many.

Alternative theories

A number of alternative theories diverging from the standard explanation for Titanic's demise have been brought forth since shortly after the sinking. Some of these include a coal fire aboard ship, or Titanic hitting pack ice rather than an iceberg. In the realm of the supernatural, it has been proposed that Titanic sank due to a mummy's curse.

Insufficient lifeboats

No single aspect regarding the huge loss of life from Titanic has provoked more outrage than the fact that the ship did not carry enough lifeboats for all her passengers and crew. The most recent law, dating from 1894, required a minimum of 16 lifeboats for ships of over 10,000 tons. This law had been established when the largest ship afloat was the 12,950-ton RMS Lucania. Since then, the size of ships had increased rapidly without a corresponding increase in lifeboat requirements, with a result that the 46,328-ton Titanic was legally required to carry only enough lifeboats for less than half of her capacity. The White Star Line actually exceeded the regulations by including four more collapsible lifeboats, providing a total capacity of 1,178 people (still only around a third of Titanic's total capacity of 3,547).

In the event of a serious accident in the busy North Atlantic sea lanes, assistance from other vessels was assumed to be close at hand. In this case, the lifeboats would be used to ferry passengers and crew from the stricken vessel to its rescuers. Full provision of lifeboats on the ship was considered unnecessary to support this activity.

During design of the ship, it was anticipated that the British Board of Trade might require an increase in the number of lifeboats at some future date. Therefore, lifeboat davits capable of handling up to four boats per pair of davits were designed and installed, to give a total potential capacity of 64 boats. The additional boats were never fitted. It is often alleged that J. Bruce Ismay, the President of White Star, vetoed the installation of these additional boats to maximise the passenger promenade area on the boat deck. Harold Sanderson, Vice President of International Mercantile Marine, rejected this allegation during the British Inquiry.

The delay in launching lifeboats was also a factor. After the collision with the iceberg, one hour was taken to evaluate the damage, recognise what was going to happen, inform first class passengers, and lower the first lifeboat. Afterward, the crew worked efficiently, taking a total of 80 minutes to lower all 16 lifeboats. Since the crew were divided into two teams, one on each side of the ship, an average of 10 minutes of work was necessary for a team to fill a lifeboat with passengers and lower it.

The initial reluctance of the passengers to board the lifeboats contributed to the death toll. For example, Lifeboat No. 7 launched first, at 12:45 am and with only 28 people aboard, despite its capacity of 65. Titanic did not initially appear to passengers to be in imminent danger, so they were reluctant to leave the apparent safety of the ship. The idea that the ship was unsinkable is not likely to have contributed to the low utilisation of the early life boats.

Legends and myths regarding RMS Titanic

Several legends and myths surround the ship and the events of the sinking. Many of them have been speculated upon by the press, in books, and are continuously seen elsewhere within popular culture, most famously perhaps in the 1958 film A Night to Remember and in James Cameron's Titanic from 1997.

Even though Titanic was called "unsinkable" in news stories after the sinking, the fact is neither The White Star Line nor Harland and Wolff declared Titanic unsinkable before its maiden voyage. Regarding the actual sinking, one of the most well-known stories is that of the ship's band, who, according to witnesses, heroically played on while the great steamer was sinking. There has been conflicting information about which songs were played and which one of them was the last heard, the most reported being "Nearer, My God, to Thee". There were several claims of predictions of the disaster, especially during the first years after the tragedy; some of them became part of folklore, like the story involving first class passenger William Thomas Stead, who—according to the legend–had foreseen his own death on Titanic. This had been suggested in two fictional stories Stead had written decades earlier. One widespread myth is that the internationally recognised Morse code distress signal "SOS" was first put to use when the Titanic sunk. 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 call for help. Titanic has also been said, in different meanings, to be cursed.

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.

See also

• 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 films about the RMS Titanic
• MS Hans Hedtoft, a ship sunk by an iceberg on her maiden voyage in 1959.
• SS Nomadic, former tender to Titanic and Olympic.
• Titanic Lifeboat No. 6
• Grand Staircase of the Titanic
• International Convention for the Safety of Life at Sea

References

Explanatory notes

1. The Titanic's 25 March 1912 Liverpool Transcript of Register for Transmission to Registrar-General of Shipping and Seamen listed her speed as 21 knots (39 km/h; 24 mph).
2. Carlisle's title of "Right Honourable" derived from his appointment to the Privy Council of Ireland in 1907.
3. Times given are in ship time, the local time for Titanic's position in the Atlantic. On the night of the sinking, this was approximately one and a half hours ahead of EST and three and a half hours behind GMT

Notes

1. ^ "Description of Ship". British Wreck Commissioner's Inquiry. 30 July 1912. Retrieved 24 May 2011.
2. ^ Beveridge, Daniel; Andrews, Scott; Klistorner (2009). "Chapter 1: Inception & Construction Plans". In Braunschweiger, Art (ed.). Titanic: The Ship Magnificent. Vol. I. Gloucestershire, United Kingdom: History Press. ISBN 0752446061, 9780752446066. Retrieved 25 May 2011. {{cite book}}: |first3= missing |last3= (help); Check |isbn= value: invalid character (help); More than one of |first1= and |first= specified (help); Text "Hall" ignored (help)
3. Beveridge, Daniel; Andrews, Scott; Klistorner (2009). "Chapter 3: The Keel, Floors, & Double Bottom". In Braunschweiger, Art (ed.). Titanic: The Ship Magnificent. Vol. I. Gloucestershire,United Kingdom: History Press. ISBN 0752446061, 9780752446066. Retrieved 25 May 2011. {{cite book}}: |first3= missing |last3= (help); Check |isbn= value: invalid character (help); More than one of |first1= and |first= specified (help); Text "Hall" ignored (help)
4. "Launch of Titanic". National Museums Northern Ireland. 2011. Retrieved 30 May 2011.
5. ^ "Leaving Southampton 1". National Museums Northern Ireland. 2011. Retrieved 30 May 2011.
6. Wilson, Timothy (1986). "Flags of British Ships other than the Royal Navy". Flags at Sea. London: Her Majesty's Stationery Office. p. 34. ISBN 0-11-290389-4.
7. "GSN Global Ship Numbering System : details". Gsn.ncl.ac.uk. Retrieved 31 July 2010.
8. "Titanic Loss". National Museums Northern Ireland. 2011. Retrieved 31 May 2011.
9. "The Grave of the Titanic". Gulf of Maine Aquarium.
10. ^ Staff (27 May 1911). "The Olympic and Titanic". The Times (39596). London: 4.
11. ^ Beveridge; Hall (2004: 1)
12. Chirnside, Mark (2004). The Olympic-Class Ships. Stroud, England: Tempus. p. 43. ISBN 0752428683.
13. Spignesi (1998: 6)
14. "Testimony of Joseph B. Ismay: Day 17,19051". British Wreck Commissioner's Inquiry. Retrieved 2 June 2011.
15. "Detailed Description of Crew and Passengers". British Wreck Commissioner's Inquiry. 30 July 1912. Retrieved 24 May 2011.
16. Moss, Michael S (2004). "William James Pirrie". Oxford Dictionary of National Biography. Oxford, England: Oxford University Press.
17. Bullock, Shan F. (1912). Thomas Andrews, Shipbuilder. Dublin: Maunsel and Co.
18. Jenkins, Stanley C. (6 March 1926). "Alexander Carlisle Obituary". The Times. Retrieved 8 November 2008.
19. ^ "Testimony of Alexander Carlisle". British Wreck Commissioner's Inquiry. 30 July 1912. Retrieved 8 November 2008.
20. ^ C. Hackett; J. G. Bedford; Royal Institution of Naval Architects (1996). The sinking of S.S. Titanic: investigated by modern techniques. Royal Institution of Naval Architects. Retrieved 5 June 2011. {{cite book}}: Unknown parameter |coauthors= ignored (|author= suggested) (help)
21. "Titanic launch centenary to be marked in Belfast". BBC News. 31 May 2011. Retrieved 31 May 2011.
22. A. Constable, 1912. The Edinburgh review: or critical journal, Volume 216. p.158. Retrieved 18 September 2011
23. Braunschweiger, Art (May 2005). "Titanic's steering engines". Titanic Research & Modeling Association. Retrieved 21 May 2011.
24. Wels (1997: 34)
25. "3rd Class General Room". National Museums Northern Ireland. 2011. Retrieved 28 May 2011.
26. "1st Class Cafe Parisien". National Museums Northern Ireland. 2011. Retrieved 28 May 2011.
27. Stephenson, Parks (2001). "The Marconi Wireless Installation in R.M.S. Titanic". Old Timer's Bulletin. 42 (4). The Antique Wireless Association, Inc. Retrieved 28 May 2011.
28. UK Retail Price Index inflation figures are based on data from Clark, Gregory (2017). "The Annual RPI and Average Earnings for Britain, 1209 to Present (New Series)". MeasuringWorth. Retrieved 7 May 2024.
29. 1634–1699: McCusker, J. J. (1997). How Much Is That in Real Money? A Historical Price Index for Use as a Deflator of Money Values in the Economy of the United States: Addenda et Corrigenda (PDF). American Antiquarian Society. 1700–1799: McCusker, J. J. (1992). How Much Is That in Real Money? A Historical Price Index for Use as a Deflator of Money Values in the Economy of the United States (PDF). American Antiquarian Society. 1800–present: Federal Reserve Bank of Minneapolis. "Consumer Price Index (estimate) 1800–". Retrieved 29 February 2024.
30. ^ "Titanic's life saving appliances". British Wreck Commissioner's Inquiry. 30 July 1912. Retrieved 21 July 2009.
31. Lord (, 1997: 78)
32. "Alexander Carlisle's testimony (question 21449)". British Wreck Commissioner's Inquiry. 30 July 1912. Retrieved 21 July 2009.
33. Falling Star: The Misadventures of White Star Line Ships by John Eaton and Charles Haas, c. 1990
34. Butler (1998: 38)
35. ^ "Board of Trade's Administration". British Wreck Commissioner's Inquiry. 30 July 1912. Retrieved 9 November 2008.
36. "Testimony of J. Bruce Ismay". British Wreck Commissioner's Inquiry. 30 July 1912. Retrieved 8 November 2008.
37. "Testimony of Harold A. Sanderson, recalled". British Wreck Commissioner's Inquiry. 30 July 1912. Retrieved 21 April 2009.
38. ^ "Detailed Description Machinery". British Wreck Commissioner's Inquiry. London. 30 July 1912. Retrieved 8 November 2009.
39. "Detailed Description Pumping Arrangements". British Wreck Commissioner's Inquiry. London. 30 July 1912. Retrieved 8 November 2009.
40. Brown (2000: 109)
41. Beveridge; Hall (2004: 110)
42. Miller, William H. (2001). Picture History of British Ocean Liners, 1900 to the Present. Dover Publications. ISBN 0486415325.
43. Spignesi (1998: 22)
44. Eaton; Haas (1995: 44, 46)
45. Barratt, Nick (2009). Lost Voices From the Titanic: The Definitive Oral History. London: Random House. p. 83. ISBN 978-1-84809-151-1. All that remained was to hire the crew—recruits were signed up from 25 March in various paces and then sent to Belfast—and head for Southampton under the temporary command of Captain Herbert Haddock, who would then hand over control of the vessel to the man appointed to oversee the maiden voyage , Captain Herbert John Smith.
46. Cable to THE NEW YORK TIMES., Special (11 April 1912). "Titanic in peril on leaving port". New York Times (1857–Current file). p. 1. ISSN 0362-4331. Retrieved 21 February 2009.
47. "Departure of the Steamship "Titanic."". US Senate enquiry. Titanic Inquiry Project. Retrieved 12 March 2010.
48. "Titanic Passengers and Crew Listings". encyclopedia titanica. Retrieved 24 November 2008.
49. Barczewski (2006: 282)
50. "Deep Ocean Expeditions.com". Archived from the original on 19 January 2008. Retrieved 24 November 2008.
51. ^ "Titanic Passenger List First Class Passengers". Encyclopedia Titanica. Retrieved 24 November 2008.
52. Chernow (2001) Chapter 8
53. "Titanic & Her Sisters Olympic & Britannic" by McCluskie/Sharpe/Marriott, p. 490, ISBN 1-57145-175-7.
54. Butler (1998: 61–62)
55. "The Discovery of the Titanic" by Dr. Ballard, p. 20, ISBN 0-446-51385-7.
56. "The New Helm or Steering Orders". Nature. 131 (3297). London: 20–21. 7 January 1933. doi:10.1038/131020c0. For centuries the order to "Starboard the helm, Port the helm" has caused the ship's head to go in the opposite direction, the practice having come down through the centuries when tillers were in use.
57. Maltin; Aston (2010: 89)
58. "Testimony of Robert Hichens (Quartermaster, SS Titanic)". British Wreck Commissioner's Inquiry. Retrieved 29 May 2011.
59. United States Senate Enquiry: Testimony of Alfred Olliver
60. ^ "Testimony of Joseph G. Boxhall". British Wreck Commissioner's Inquiry. 30 July 1912. Retrieved 10 July 2008.
61. ^ "Testimony of Frederick Scott". British Wreck Commissioner's Inquiry. 30 July 1912. Retrieved 10 July 2008.
62. "The Collision". British Wreck Commissioner's Inquiry. 30 July 1912. Retrieved 1 June 2011.
63. "Time in which damage was done". British Wreck Commissioner's Inquiry. 30 July 1912. Retrieved 1 June 2011.
64. ^ "Pleas For Help – Distress Calls Heard". United States Senate Inquiry Report. Retrieved 24 November 2008.
65. Stephanie Barczewski (2006) Titanic: a night remembered Continuum International Publishing Group. p.32. Retrieved 18 September 2011
66. "Distress calls sent and received, timeline". Greatships.net. Retrieved 29 January 2011.
67. "The Californian". Echoes of the Titanic Disaster – Web Titanic, an Irish Tribute. Retrieved 4 March 2010.
68. ^ "STEAMSHIP LIGHT SEEN FROM STEAMSHIP TITANIC & STEAMSHIP CALIFORNIAN'S RESPONSIBILITY". United States Senate Inquiry Report. Titanic Inquiry Project. Retrieved 24 November 2008.
69. United States Senate Inquiry – Day 8: Testimony of Cyril F. Evans.
70. ^ "Boat Reports". British Wreck Commissioner's Inquiry. 30 July 1912. Retrieved 24 May 2011.
71. Lord (, 1997: 88)
72. "Testimony of John E. Hart". British Wreck Commissioner's Inquiry. 30 July 1912. Retrieved 4 June 2011.
73. ^ W. Garzke et al. : Titanic, The Anatomy of a Disaster. The Society of Naval Architects and Marine Engineers, 1997
74. ^ Wreck Commissioners' Court: PROCEEDINGS ON A FORMAL INVESTIGATION ORDERED BY THE BOARD OF TRADE INTO THE LOSS OF THE S. S. “TITANIC”, London 1912
75. Eaton; Haas (1999: 85)
76. Eaton; Haas (1999: 98)
77. "Sufferers' Fund Grows by Leaps and Bounds". New-York Tribune. 20 April 1912, p.5. {{cite news}}: Check date values in: |date= (help)
78. Landau, Elaine (2001). Heroine of the Titanic: The Real Unsinkable Molly Brown. New York. pp. 22–23.{{cite book}}: CS1 maint: location missing publisher (link)
79. ^ 3/25/66393.html "Gloom in Southampton". The Hampshire Chronicle. 1912. Retrieved 8 November 2008. {{cite web}}: Check |url= value (help)
80. "White Star Line Head Office". Titanic Town. Retrieved 19 April 2011.
81. Holdaway, F. W. (19 April 1912). "Winchester "titanic relief fund"". The Hampshire Chronicle. Retrieved 8 November 2008.
82. 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)
83. "Passenger List and Survivors of Steamship Titanic". United States Senate Inquiry. 30 July 1912. Retrieved 5 June 2011.
84. Spitz, D.J. (2006): Investigation of Bodies in Water. In: Spitz, W.U. & Spitz, D.J. (eds): Spitz and Fisher’s Medicolegal Investigation of Death. Guideline for the Application of Pathology to Crime Investigations (Fourth edition), Charles C. Thomas, pp.: 846–881; Springfield, Illinois.
85. Claude A. Piantadosi: The biology of human survival: life and death in extreme environments (2003), ISBN 0195165012.
86. ^ "Numbers Saved". British Wreck Commissioner's Inquiry. 30 July 1912. Retrieved 5 June 2011.
87. Marks, Kathy (21 January 2009). "More Britons than Americans died on Titanic 'because they queued'". The New Zealand Herald. The Independent. Retrieved 5 November 2011.
88. Frey, Bruno S.; Savage, David A.; Torgler, Benno (January 2009). Surviving The Titanic Disaster: Economic, Natural And Social Determinants (PDF). Basel, Switzerland: Center for Research in Economics, Management and the Arts.
89. "Pålsson family tragedy". Encyclopedia-titanica.org. Retrieved 29 January 2011.
90. Encyclopedia Titanica List of Unidentified Bodies
91. Brewster, Hugh and Laurie Coulter (1998). 8821⁄2 Amazing Answers to your Questions about the Titanic. Madison Press Book. ISBN 0-590-18730-9. {{cite book}}: templatestyles stripmarker in |title= at position 4 (help)
92. "Last Titanic survivor dies at 97". BBC News. 31 May 2009. Retrieved 1 June 2009.
93. ^ Geller, Judith B (1998). "Titanic": Women and Children First. New York: Norton. pp. 23–24.
94. Lord (, 1997: 54, 144
95. "RMS Titanic: List of Bodies and Disposition of Same". Nova Scotia Archives and Records Management. Retrieved 3 March 2008.
96. "Testimony of Harold G. Lowe (Fifth Officer, SS Titanic)". British Wreck Commissioner's Inquiry. Retrieved 1 June 2011.
97. "Echo of Disaster : Boat Picked Up Bodies On Board". Encyclopedia Titanica. Retrieved 1 June 2011.
98. "Maritime Museum of the Atlantic Titanic Research Page – Victims". Museum.gov.ns.ca. 8 November 2010. Retrieved 29 January 2011.
99. ^ Mowbray, Jay Henry (1912). "CHAPTER XXI. THE FUNERAL SHIP AND ITS DEAD". The sinking of the Titanic (1912). Retrieved 24 November 2008.
100. Ruffman, Alan Titanic Remembered: The Unsinkable ship and Halifax (1999) Halifax: Formac Publishing
101. "Titanic: The Artifact Exhibition" (official website).
102. "Titanic Memorial – Cobh".
103. "The British Postal Museum & Archive online catalogue". Catalogue.postalheritage.org.uk. Retrieved 29 January 2011.
104. ^ "Titanic Connections with Liverpool". Encyclopedia Titanica. Retrieved 19 April 2011.
105. "Titanic fans want Belfast memorial to be relocated". Encyclopedia Titanica (5 June 2009). Retrieved 4 July 2009.
106. "Women's Titanic Memorial — Washington, DC". GLTS. 26 May 1931. Retrieved 31 July 2010.
107. Gibberd, Ben (19 November 2006). "Taking Refuge Beneath Memory's Gaze". The New York Times. Retrieved 8 October 2009.
108. "Titanic tourist project unveiled". BBC News. 11 August 2005.
109. "Cruise to mark Titanic centenary". BBC News. 15 April 2009.
110. ^ "Titanic – The Senatorial Investigation". United States Senate Inquiry. Retrieved 19 June 2010.
111. Butler (1998: 180–186)
112. "British Wreck Commissioner's Inquiry". British Wreck Commissioner's Inquiry Report. Titanic Inquiry Project. Retrieved 19 June 2010.
113. Butler (1998: 104–105; 122)
114. ^ "Circumstances in Connection with the SS Californian". British Wreck Commissioner's Inquiry Report. Titanic Inquiry Project. Retrieved 19 June 2010.
115. Marine Accident Investigation Branch. (1992). RMS Titanic Reappraisal of Evidence Relating to SS Californian. London: H.M.S.O. ISBN 0115511113. {{cite book}}: |work= ignored (help)
116. How We Found the Titanic by Robert D. Ballard, National Geographic, December 1985, Vol.168, No.6, page 704
117. "Mise au point du Système Acoustique Remorqué (Deployment of the Towed Acoustic System)" (Press release) (in French). Ifremer. 23 November 2004. Retrieved 2 August 2008.
118. Wels (1997: 143)
119. Rubin, Sydney (1987). "Treasures of the Titanic". Popular Mechanics. 164 (12). New York: Hearst Magazines: 65–69. ISSN 0032-4558. Retrieved 7 June 2011.
120. Geller (2007: 2,3,10,11)
121. "The Titanic disaster". National Museums Liverpool. Retrieved 19 April 2011.
122. Duncan Crosbie & Sheila Mortimer: Titanic: The Ship of Dreams, last page (no page number specified). Tony Potter Publishing Ltd., 2008
123. "Last paragraph (Conclusion)". Marconigraph.com. 20 September 2005. Retrieved 29 January 2011.
124. Geller (2007: 11)
125. White, Marcia. "Battle continues on fate of relics from doomed ship Titanic". lehighvalleylive.com, 24 March 2009. Retrieved 8 September 2009.
126. "Federal judge to rule on fate of Titanic artifacts". USA Today. 24 March 2009. Retrieved 4 March 2010.
127. "Norfolk judge grants salvage award for Titanic artifacts". The Virginian-Pilot. 14 August 2010. Retrieved 28 December 2010.
128. ^ Vicki, Bassett. "Causes and Effects of the Rapid Sinking of the Titanic". Retrieved 23 June 2010.
129. ^ McCarty, Jennifer Hooper (2008). What Really Sank the Titanic: New Forensic Discoveries. New York: Citadel. p. 15. ISBN 0806528958. {{cite book}}: Unknown parameter |coauthors= ignored (|author= suggested) (help)
130. ^ Felkins, Katherine (1998). "The Royal Mail Ship Titanic: Did a Metallurgical Failure Cause a Night to Remember?". JOM. 50 (1). Warrendale PA: The Minerals, Metals & Materials Society: 12–18. doi:10.1007/s11837-998-0062-7. Retrieved 5 September 2008. {{cite journal}}: Unknown parameter |coauthors= ignored (|author= suggested) (help); Unknown parameter |month= ignored (help)
131. ^ In Weak Rivets, a Possible Key to Titanic’s Doom, The New York Times, 15 April 2008. A1–A21.
132. McCarty, Jennifer Hooper (2008). What Really Sank the Titanic: New Forensic Discoveries. New York: Citadel. p. 136,137. ISBN 0806528958. {{cite book}}: Unknown parameter |coauthors= ignored (|author= suggested) (help)
133. McCarty; Foecke (2008: 148 et sec)
134. Adams, Henry (1907). Cassel's Engineers' Handbook. London: Cassel and Company Ltd. p. 114. OCLC 316100301.
135. In Weak Rivets, a Possible Key to Titanic’s Doom, The New York Times, 15 April 2008: Figure 3, "Not So Unsinkable", clearly shows the steel/iron rivet boundaries and the tears in the hull.
136. Beveridge, Bruce (2008). Titanic – The Ship Magnificent (Volume 1). Stroud: The History Press. p. 334. ISBN 9780752446066.
137. Louden-Brown, Paul (1 April 2002). "Titanic: Sinking the Myths". British History. BBC. Retrieved 20 June 2005. The length quoted approximates to the vessel's waterline length.
138. Brown (2000: 77)
139. Gibson, Richard Henry (1931). The German submarine war, 1914–1918. Constable. p. 304. ISBN 9781591143147. Retrieved 3 May 2011. {{cite book}}: Unknown parameter |coauthors= ignored (|author= suggested) (help)
140. Maltin; Aston (2010: 87)
141. Barczewski, Stephanie (2006). Titanic: A Night Remembered. London: Hambledon Continuum. p. 194. ISBN 1852855002.
142. Cassidy, Michael J. (2003). "The Sinking of the Titanic". In Hall, Randolph W. (ed.). Handbook of Transportation Science. Amsterdam Netherlands: Kluwer. p. 68. ISBN 1402072465.
143. "Testimony of Edward Wilding". British Wreck Commissioner's Inquiry. 30 July 1912. Retrieved 4 November 2008.
144. See in particular 20269 ff. of Wilding's testimony, cited above. Wilding was of the view that the momentum of the ship would have crushed in the bows for 80 or perhaps 100 feet, thus slowing the ship gradually, about the same as a car braking. This part of his testimony is at .
145. Campbell (2008: 1912)
146. Easton; Haas (1996: 19)
147. Easton; Haas (1996: 92)
148. "Titanic quotes from IMDB".
149. Beesley, Lawrence (1912). The Loss of the S.S. Titanic. London: Heinemann. p. 56.
150. Howells (1999: 31).
151. Beveridge (2004: 69–70)
152. Efforts to solve Titanic mystery cut no ice
153. L. M. Collins, The Sinking of the Titanic: The Mystery Solved
154. Easton; Haas (1996: 95)
155. "Board of Trade Administration". British Wreck Commissioner's Inquiry. 30 July 1912. Retrieved 8 June 2011.
156. Testimony of Alexander Carlisle at British Inquiry.
157. Testimony of Harold Sanderson at British Inquiry – Question #19398.
158. Richard Howells The Myth of the Titanic, ISBN 0333725972
159. Staff (19 April 1912). "Lead Article". The Engineer. The phrase 'unsinkable ships' is certainly not one that has originated from the builders
160. W.T. Stead (22 March 1886). "How the Mail Steamer Went Down in Mid-Atlantic, by a Survivor". Pall Mall Gazette. Retrieved 25 September 2010.
161. W.T. Stead (Christmas edition, December 1892). "From the Old World to the New". The Review of Reviews. Retrieved 25 September 2010. {{cite web}}: Check date values in: |date= (help)
162. Campbell (2008: 1911)
163. Joey Butler. "Did faith drive Titanic musicians?". The United Methodist Church. Retrieved 2 December 2010.
164. "Titanic launch 100th anniversary marked by Belfast flare". The Daily Telegraph, UK. London. 31 May 2011. Retrieved 31 May 2011.

Bibliography

• Barczewski, Stephanie (2006). Titanic: A Night Remembered. London: Hambledon Continuum. ISBN 9781852855000. Retrieved 9 June 2011.
• Ballard, Robert B. Lost Liners
• Beesley, Lawrence, The Loss of the SS Titanic: Its Story and Its Lessons, by One of the Survivors (June 1912)
• Beveridge, Daniel; Andrews, Scott; Klistorner (2009). Braunschweiger, Art (ed.). Titanic: The Ship Magnificent. Vol. I. Gloucestershire, United Kingdom: History Press. ISBN 9780752446066. Retrieved 25 May 2011. {{cite book}}: |first3= missing |last3= (help); More than one of |first1= and |first= specified (help); Text "Hall" ignored (help)
• Beveridge, Daniel; Andrews, Scott; Klistorner (2009). Braunschweiger, Art (ed.). Titanic: The Ship Magnificent. Vol. II. Gloucestershire,United Kingdom: History Press. ISBN 0752446266, 9780752446264. Retrieved 25 May 2011. {{cite book}}: |first3= missing |last3= (help); Check |isbn= value: invalid character (help); More than one of |first1= and |first= specified (help); Text "Hall" ignored (help)
• Beveridge, Bruce; Hall, Steve (2004). Olympic & Titanic: The Truth Behind the Conspiracy. Haverford, Pennsylvania: Infinity Publishing. ISBN 0741419491, 9780741419491. Retrieved 6 June 2011. {{cite book}}: Check |isbn= value: invalid character (help); Unknown parameter |authormask= ignored (|author-mask= suggested) (help)
• Brander, Roy (1998). The RMS Titanic and its Times: When Accountants Ruled the Waves. Elias P. Kline Memorial Lecture, 69th Shock & Vibration Symposium. Retrieved 9 June 2011. {{cite conference}}: Cite has empty unknown parameters: |booktitle=, |trans_title=, |separator=, and |conferenceurl= (help); Unknown parameter |month= ignored (help)
• Brown, David G. (2000). The Last Log of the Titanic. New York: McGraw-Hill Professional. ISBN 0071364471. Retrieved 6 June 2011.
• Butler, Daniel Allen (1998). Unsinkable: the full story of the RMS Titanic. Mechanicsburg, PA: Stackpole Books. ISBN 0-8117-1814-X. Retrieved 5 June 2011.
• 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 9780816066032. Retrieved 5 June 2011.
• Collins, L. M. (2003). The Sinking of the Titanic: The Mystery Solved. London: Souvenir Press. ISBN 0-285-63711-8.
• Eaton, John P.; Haas, Charles A. (1990). Falling Star: The Misadventures of White Star Line Ships. W.W. Norton. ISBN 9780-3930-2873-7.
• Eaton, John P.; Haas, Charles A. (1995). Titanic: Triumph and Tragedy. New York: W.W. Norton & Company. ISBN 0-393-03697-9. Retrieved 8 June 2011. {{cite book}}: Unknown parameter |authormask= ignored (|author-mask= suggested) (help)
• Eaton, John P.; Haas, Charles A. (1996). Titanic: Destination Disaster: The Legends and the Reality. New York: W.W. Norton & Company. ISBN 0-393-03697-9. Retrieved 8 June 2011. {{cite book}}: Unknown parameter |authormask= ignored (|author-mask= suggested) (help)
• Eaton, John P.; Haas, Charles A. (1999). Titanic: A Journey through Time. New York: W.W. Norton & Company. ISBN 0393047822, 9780393047820. Retrieved 8 June 2011. {{cite book}}: Check |isbn= value: invalid character (help); Unknown parameter |authormask= ignored (|author-mask= suggested) (help)
• Geller, Arnie (2007). "Premier Exhibitions (NASDAQ: PRXI Annual Report" (PDF). Premier Exhibitions, Inc. Retrieved 7 June 2011.
• Green, Rod (2008). Building The Titanic. London: Carlton. ISBN 978-1-84732-199-2.
• Gardener, Robin; van der Vat, Daniel (1995). The Riddle of the Titanic. London: Weidenfeld and Nicolson. ISBN 9780297815280.
• Her Majesty's Stationery Office (1999). The Loss Of The Titanic: 1912. London: HMSO. ISBN 0-11-702403-1.
• Kentley, Eric (1997). Discover the Titanic. New York: DK Publishing. ISBN 0-7894-2020-1.{{cite book}}: CS1 maint: location missing publisher (link)
• Layton, J. Kent (2010). The Edwardian Superliners: A Trio of Trios. Stroud, United Kingdom: Amberley. ISBN 978-1848688353.
• Leavy, Patricia (2007). Iconic Events: Media, Politics, and Power in Retelling History. Lanham, Maryland: Lexington Books. ISBN 9780739115206. Retrieved 9 June 2011.
• Lightoller, Charles (1936). "Loss of the Titanic". Titanic and Other Ships. London: I. Nicholson and Watson. OCLC 9353219. {{cite book}}: External link in |chapterurl= (help); Unknown parameter |chapterurl= ignored (|chapter-url= suggested) (help)
• Lord, Walter (1997) . A Night to Remember (3rd ed.). New York: Henry Holt and Company. ISBN 0-553-27827-4.
• Lynch, Donald; Marschall, Ken (1995). Titanic: An Illustrated History. New York: Hyperion. ISBN 1-56282-918-1.
• Lynch, Donald; Marschall, Ken (2003.). Ghosts of the Abyss: A Journey into the Heart of The Titanic. London: Hodder & Stoughton. ISBN 0-340-73416-7. {{cite book}}: Check date values in: |year= (help); Unknown parameter |authormask= ignored (|author-mask= suggested) (help)CS1 maint: year (link)
• McCarty, Jennifer Hooper; Foecke, Tim (2008). What Really Sank the Titanic: New Forensic Discoveries. New York: Citadel Press. ISBN 978-0-806-52895-3.
• Maltin, Tim (2010). 101 Things You Thought You Knew About the Titanic...But Didn't. London: Beautiful Books. ISBN 1905636687.
• Browne, Father; O'Donnell, E. E. (1997). Father Browne's Titanic Album. Dublin: Wolfhound Press. ISBN 0-86327-758-6.
• Pellegrino, Charles R. (1990). Her Name, Titanic: the untold story of the sinking and finding of the unsinkable ship. New York: Avon. ISBN 0-380-70892-2.
• Quinn, Paul J. (1997). Titanic at two a.m. Saco, Maine: Fantail. ISBN 0-9655209-3-5.
• Spignesi, Stephen J. (1998). The Complete Titanic: From the Ship's Earliest Blueprints to the Epic Film. Secaucus, New Jersey: Birch Lane Press. ISBN 1-55972-483-8.
• "W.T. Stead & the Titanic". The W.T. Stead Resource Site. Retrieved 9 June 2011.
• Turner, Steve (2011). The Band That Played On: The Extraordinary Story of the 8 Musicians Who Went Down with the Titanic. Nashville, Tennessee: Thomas Nelson. ISBN 978-1-5955-5219-8.
• Historian's Office (24 May 2011). "International Ice Patrol History". United States Coast Guard. Retrieved 9 June 2011.
• Wade, Wyn Craig (1986). The Titanic: End of a Dream. New York: Penguin Books. ISBN 0-14-016691-2.
• Wels, Susan (1997). Titanic: Legacy of the World's Greatest Ocean Liner. Del Mar, California: Tehabi Books. ISBN 0783552610.

External links

2. Part 2

• BBC Archive: Titanic
• Titanic Historical Society
• RMS Titanic, Inc Corporate information and the official Titanic archive
• Surviving the Titanic – slideshow by Life magazine
• Some Reflections on the Loss of the Titanic by Joseph Conrad, 1912
• PBS Online – Lost Liners
• The Titanic Disaster, Steamship Lanes, and the Establishment of the Ice Patrol: The 1912 Report of the Hydrographer, U.S. Navy
• Titanic Inquiry Project Complete transcripts of both the US Senate and British Board of Trade inquiries into the disaster, along with their final reports.
• Template:Dmoz
• New York Times WHITE STAR PROFITS CUT TO 30 PER CENT.;Effect of Titanic Disaster on the Company's Dividend a Reduction by Half...(Wednesday 13 May 1913)
• RMS Titanic official page on Facebook with vast collection of links and photos.
• Footage of RMS Titanic leaving Belfast for Southampton, 1912
• Titanic: How can a disastrous ship be celebrated? BBC News Magazine

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