Titanic Gold Card Ltd Edition Poster Picture Coin Medal Boat Vintage Retro USA • EUR 14,50 (2025)

Titanic Gold Card Ltd Edition Poster Picture Coin Medal Boat Vintage Retro USA 1 of 3 Titanic Gold Card Ltd Edition Poster Picture Coin Medal Boat Vintage Retro USA 2 2 of 3 Titanic Gold Card Ltd Edition Poster Picture Coin Medal Boat Vintage Retro USA 3 3 of 3

See More

Seller: checkoutmyunqiuefunitems ✉️ (5.163) 99.7%, Location: Manchester, Take a look at my other items, GB, Ships to: WORLDWIDE, Item: 277056650457 Titanic Gold Card Ltd Edition Poster Picture Coin Medal Boat Vintage Retro USA. Recent searches. Gill 2010, p. 229. Hutchings & de Kerbrech 2011, p. 47. TIR–TIT – via Internet Archive. McCluskie 1998, p. 22. Eaton & Haas 1995, p. 56. Eaton & Haas 1995, p. 55. McCluskie 1998, p. 20. Titanic 100th Anniversary Gold Card This is Gold Layered Metal Card of the iconic Titanic Ship Crafted with an eye for history and a touch for nostalgia, the Titanic Gold Card Ltd Edition commemorates the 100th anniversary of the Titanic disaster in 1912. It is a unique tribute to the iconic ship that traversed the Atlantic. This piece captures the essence of the vintage era with its classic design and metallic composition, reflecting a time of grandeur and historical significance. Originating from Great Britain, this collectable from the 21st century is a homage to the enduring legacy of the Titanic. It stands as a captivating artefact for enthusiasts of maritime history and vintage memorabilia, offering a tangible connexion to the past. The card serves as a reminder of the significant maritime history and the lives lost during the Titanic's ill-fated voyage. It has an image of the great ship on a poster with the words 100th Anniversary 1912 - 2012 The back has an image of the Grand Staircase with information about the great ship and a short passage about the disaster The Dimensions are 9cm x 7cm and it weights 50 grams In Excellent Condition A Beautiful Card and Magnificent Keepsake Souvenir of anyone who loves Elvis Take look at my Auctions they all start at 1p with No Reserve! Bid now and Grab a Bargain! Sorry about the poor-quality photos. They don't do the card justice which looks a lot better in real life In Excellent Condition Comes from a pet and smoke free home Sorry about the poor quality photos. They don't do the coin justice it looks a lot better in real life Click Here to Check out my other Titanic Items Bid with Confidence - Check My Almost 100% Positive Feedback from over 4000 Satisfied Customers I have over 10 years of Ebay Selling Experience - So Why Not Treat Yourself? I have got married recently and need to raise funds to meet the costs also we are planning to move into a house together I always combined postage on multiple items Instant Feedback Automatically Left Immediately after Receiving Payment All Items Sent out within 24 hours of Receiving Payment. Overseas Bidders Please Note Surface Mail Delivery Times > Inside Europe takes up to 2 weeks, Outside Europe up to 3 weeks Also if bidding from overseas and you want your item tracked please select the International Signed for Postage Option For that Interesting Conversational Piece, A Birthday Present, Christmas Gift, A Comical Item to Cheer Someone Up or That Unique Perfect Gift for the Person Who has Everything....You Know Where to Look for a Bargain! If You Have any Questions Please Message me thru ebay and I Will Reply ASAP "A Thing of Beauty is a Joy for ever" So go ahead and treat yourself! With my free returns there is no risk! Thanks for Looking and Best of Luck with the Bidding!! I have sold items to coutries such as Afghanistan * Albania * Algeria * American Samoa (US) * Andorra * Angola * Anguilla (GB) * Antigua and Barbuda * Argentina * Armenia * Aruba (NL) * Australia * Austria * Azerbaijan * Bahamas * Bahrain * Bangladesh * Barbados * Belarus * Belgium * Belize * Benin * Bermuda (GB) * Bhutan * Bolivia * Bonaire (NL) * Bosnia and Herzegovina * Botswana * Bouvet Island (NO) * Brazil * British Indian Ocean Territory (GB) * British Virgin Islands (GB) * Brunei * Bulgaria * Burkina Faso * Burundi * Cambodia * Cameroon * Canada * Cape Verde * Cayman Islands (GB) * Central African Republic * Chad * Chile * China * Christmas Island (AU) * Cocos Islands (AU) * Colombia * Comoros * Congo * Democratic Republic of the Congo * Cook Islands (NZ) * Coral Sea Islands Territory (AU) * Costa Rica * Croatia * Cuba * Curaçao (NL) * Cyprus * Czech Republic * Denmark * Djibouti * Dominica * Dominican Republic * East Timor * Ecuador * Egypt * El Salvador * Equatorial Guinea * Eritrea * Estonia * Ethiopia * Falkland Islands (GB) * Faroe Islands (DK) * Fiji Islands * Finland * France * French Guiana (FR) * French Polynesia (FR) * French Southern Lands (FR) * Gabon * Gambia * Georgia * Germany * Ghana * Gibraltar (GB) * Greece * Greenland (DK) * Grenada * Guadeloupe (FR) * Guam (US) * Guatemala * Guernsey (GB) * Guinea * Guinea-Bissau * Guyana * Haiti * Heard and McDonald Islands (AU) * Honduras * Hong Kong (CN) * Hungary * Iceland * India * Indonesia * Iran * Iraq * Ireland * Isle of Man (GB) * Israel * Italy * Ivory Coast * Jamaica * Jan Mayen (NO) * Japan * Jersey (GB) * Jordan * Kazakhstan * Kenya * Kiribati * Kosovo * Kuwait * Kyrgyzstan * Laos * Latvia * Lebanon * Lesotho * Liberia * Libya * Liechtenstein * Lithuania * Luxembourg * Macau (CN) * Macedonia * Madagascar * Malawi * Malaysia * Maldives * Mali * Malta * Marshall Islands * Martinique (FR) * Mauritania * Mauritius * Mayotte (FR) * Mexico * Micronesia * Moldova * Monaco * Mongolia * Montenegro * Montserrat (GB) * Morocco * Mozambique * Myanmar * Namibia * Nauru * Navassa (US) * Nepal * Netherlands * New Caledonia (FR) * New Zealand * Nicaragua * Niger * Nigeria * Niue (NZ) * Norfolk Island (AU) * North Korea * Northern Cyprus * Northern Mariana Islands (US) * Norway * Oman * Pakistan * Palau * Palestinian Authority * Panama * Papua New Guinea * Paraguay * Peru * Philippines * Pitcairn Island (GB) * Poland * Portugal * Puerto Rico (US) * Qatar * Reunion (FR) * Romania * Russia * Rwanda * Saba (NL) * Saint Barthelemy (FR) * Saint Helena (GB) * Saint Kitts and Nevis * Saint Lucia * Saint Martin (FR) * Saint Pierre and Miquelon (FR) * Saint Vincent and the Grenadines * Samoa * San Marino * Sao Tome and Principe * Saudi Arabia * Senegal * Serbia * Seychelles * Sierra Leone * Singapore * Sint Eustatius (NL) * Sint Maarten (NL) * Slovakia * Slovenia * Solomon Islands * Somalia * South Africa * South Georgia (GB) * South Korea * South Sudan * Spain * Sri Lanka * Sudan * Suriname * Svalbard (NO) * Swaziland * Sweden * Switzerland * Syria * Taiwan * Tajikistan * Tanzania * Thailand * Togo * Tokelau (NZ) * Tonga * Trinidad and Tobago * Tunisia * Turkey * Turkmenistan * Turks and Caicos Islands (GB) * Tuvalu * U.S. Minor Pacific Islands (US) * U.S. Virgin Islands (US) * Uganda * Ukraine * United Arab Emirates * United Kingdom * United States * Uruguay * Uzbekistan * Vanuatu * Vatican City * Venezuela * Vietnam * Wallis and Futuna (FR) * Yemen * Zambia * Zimbabwe and major cities such as Tokyo, Yokohama, New York City, Sao Paulo, Seoul, Mexico City, Osaka, Kobe, Kyoto, Manila, Mumbai, Delhi, Jakarta, Lagos, Kolkata, Cairo, Los Angeles, Buenos Aires, Rio de Janeiro, Moscow, Shanghai, Karachi, Paris, Istanbul, Nagoya, Beijing, Chicago, London, Shenzhen, Essen, Düsseldorf, Tehran, Bogota, Lima, Bangkok, Johannesburg, East Rand, Chennai, Taipei, Baghdad, Santiago, Bangalore, Hyderabad, St Petersburg, Philadelphia, Lahore, Kinshasa, Miami, Ho Chi Minh City, Madrid, Tianjin, Kuala Lumpur, Toronto, Milan, Shenyang, Dallas, Fort Worth, Boston, Belo Horizonte, Khartoum, Riyadh, Singapore, Washington, Detroit, Barcelona,, Houston, Athens, Berlin, Sydney, Atlanta, Guadalajara, San Francisco, Oakland, Montreal, Monterey, Melbourne, Ankara, Recife, Phoenix/Mesa, Durban, Porto Alegre, Dalian, Jeddah, Seattle, Cape Town, San Diego, Fortaleza, Curitiba, Rome, Naples, Minneapolis, St. Paul, Tel Aviv, Birmingham, Frankfurt, Lisbon, Manchester, San Juan, Katowice, Tashkent, Fukuoka, Baku, Sumqayit, St. Louis, Baltimore, Sapporo, Tampa, St. Petersburg, Taichung, Warsaw, Denver, Cologne, Bonn, Hamburg, Dubai, Pretoria, Vancouver, Beirut, Budapest, Cleveland, Pittsburgh, Campinas, Harare, Brasilia, Kuwait, Munich, Portland, Brussels, Vienna, San Jose, Damman , Copenhagen, Brisbane, Riverside, San Bernardino, Cincinnati and Accra Titanic Article Talk Read View source View history Tools Coordinates: 41°43′57″N 49°56′49″W Page semi-protected Listen to this article From Wikipedia, the free encyclopedia This article is about the passenger liner. For the film by James Cameron, see Titanic (1997 film). For other uses, see Titanic (disambiguation). RMS Titanic departing Southampton on 10 April 1912 MapWikimedia | © OpenStreetMap Location of Titanic wreck History United Kingdom Name RMS Titanic Namesake Titans Owner White Star Line Operator White Star Line Port of registry United Kingdom of Great Britain and Ireland Liverpool, England Route Southampton to New York City Ordered 17 September 1908 Builder Harland and Wolff, Belfast Cost £1.5 million (£180 million in 2023) Yard number 401 Way number 400 Laid down 31 March 1909 Launched 31 May 1911 Completed 2 April 1912 Maiden voyage 10 April 1912 In service 10 April 1912 Out of service 15 April 1912 Identification UK official number 131428[1] Code letters HVMP[2] Wireless call sign MGY Fate Struck an iceberg at 11:40 pm (ship's time) 14 April 1912 on her maiden voyage and sank 2 h 40 min later on 15 April 1912; 112 years ago Status Wreck General characteristics Class and type Olympic-class ocean liner Tonnage 46,329 GRT, 21,831 NRT Displacement 52,310 tonnes Length 882 ft 9 in (269.1 m) overall Beam 92 ft 6 in (28.2 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 (A–G) Installed power 24 double-ended and five single-ended boilers feeding two reciprocating steam engines for the wing propellers, and a low-pressure turbine for the centre propeller;[3] output: 46,000 HP Propulsion Two three-blade wing propellers and one centre propeller Speed Service: 21 kn (39 km/h; 24 mph) Max: 23 kn (43 km/h; 26 mph) Capacity 2,453 passengers and 874 crew (3,327 in total) Notes Lifeboats: 20 (sufficient for 1,178 people) RMS Titanic was a British ocean liner that sank in the early hours of 15 April 1912 as a result of striking an iceberg on her maiden voyage from Southampton, England, to New York City, United States. It was the second time White Star Line had lost a ship on its maiden voyage, the first being the RMS Tayleur in 1854. Of the estimated 2,224 passengers and crew aboard, approximately 1,500 died (figures vary), making the incident one of the deadliest peacetime sinkings of a single ship.[4] Titanic, operated by the White Star Line, carried some of the wealthiest people in the world, as well as hundreds of emigrants from the British Isles, Scandinavia, and elsewhere in Europe who were seeking a new life in the United States and Canada. The disaster drew public attention, spurred major changes in maritime safety regulations, and inspired a lasting legacy in popular culture. RMS Titanic was the largest ship afloat upon entering service and the second of three Olympic-class ocean liners built for the White Star Line. The ship was built by the Harland and Wolff shipbuilding company in Belfast. Thomas Andrews Jr., the chief naval architect of the shipyard, died in the disaster. Titanic was under the command of Captain Edward John Smith, who went down with the ship. The first-class accommodation was designed to be the pinnacle of comfort and luxury. It included a gymnasium, swimming pool, smoking rooms, fine restaurants and cafes, a Victorian-style Turkish bath, and hundreds of opulent cabins. A high-powered radiotelegraph transmitter was available to send passenger "marconigrams" and for the ship's operational use. Titanic had advanced safety features, such as watertight compartments and remotely activated watertight doors, which contributed to the ship's reputation as "unsinkable". Titanic was equipped with sixteen lifeboat davits, each capable of lowering three lifeboats, for a total capacity of 48 boats. Despite this capacity, the ship was scantly equipped with a total of only twenty lifeboats. Fourteen of these were regular lifeboats, two were cutter lifeboats, and four were collapsible and proved difficult to launch while the ship was sinking. Together, the lifeboats could hold 1,178 people — roughly half the number of passengers on board, and a third of the number of passengers the ship could have carried at full capacity (a number consistent with the maritime safety regulations of the era). The British Board of Trade's regulations required fourteen lifeboats for a ship of 10,000 tonnes. Titanic carried six more than required, allowing 338 extra people room in lifeboats. When the ship sank, the lifeboats that had been lowered were only filled up to an average of 60%. Background Duration: 6 minutes and 42 seconds.6:42 Gaumont newsreel containing the only known footage of Titanic, 1912 The name Titanic derives from the Titans of Greek mythology. Built in Belfast, Ireland, in what was then the United Kingdom of Great Britain and Ireland, RMS Titanic was the second of the three Olympic-class ocean liners—the lead vessel was RMS Olympic and the final ship in the class was HMHS Britannic.[5] They were by far the largest vessels of the British shipping company White Star Line's fleet, which comprised 29 steamers and tenders in 1912.[6] The three ships had their genesis in a discussion in mid-1907 between the White Star Line's chairman, J. Bruce Ismay, and the American financier J. P. Morgan, who controlled the White Star Line's parent corporation, the International Mercantile Marine Co. (IMM). White Star faced an increasing challenge from its main rivals, Cunard Line—which, with the aid of the Royal Navy, had recently launched the twin sister ships Lusitania and Mauretania, the fastest passenger ships then in service—and the German lines Hamburg America and Norddeutscher Lloyd. Ismay preferred to compete on size rather than speed and proposed to commission a new class of liners larger than anything that had come before, which would be the last word in comfort and luxury.[7] The new ships would have sufficient speed to maintain a weekly service with only three ships instead of the original four. Olympic and Titanic would replace RMS Teutonic of 1889, RMS Majestic of 1890 and RMS Adriatic of 1907. RMS Oceanic first departed from a new home port in June 1907 along with the Teutonic, Majestic, and the new Adriatic on the Southampton-New York run.[8] The ships were constructed by the Belfast shipbuilder Harland & Wolff, which had a long-established relationship with the White Star Line dating back to 1867.[9] Harland and Wolff were given a great deal of latitude in designing ships for the White Star Line; the usual approach was for Wilhelm Wolff to sketch a general concept, which Edward James Harland would turn into a ship design. Cost considerations were a relatively low priority; Harland & Wolff were authorised to spend what it needed on the ships, plus a five per cent profit margin.[9] In the case of the Olympic-class ships, a cost of £3 million (approximately £370 million in 2023) for the first two ships was agreed, plus "extras to contract" and the usual five per cent fee.[10] Harland and Wolff put their leading designers to work designing Olympic-class vessels. The design was overseen by Lord Pirrie, a director of both Harland and Wolff and the White Star Line; naval architect Thomas Andrews, the managing director of Harland and Wolff's design department; Edward Wilding, Andrews's deputy and responsible for calculating the ship's design, stability and trim; and Alexander Carlisle, the shipyard's chief draughtsman and general manager.[11] Carlisle's responsibilities included the decorations, equipment, and all general arrangements, including the implementation of an efficient lifeboat davit design.[a] On 29 July 1908, Harland and Wolff presented the drawings to J. Bruce Ismay and other White Star Line executives. Ismay approved the design and signed three "letters of agreement" two days later, authorising the start of construction. [14] At this point, the first ship—which was later to become Olympic—had no name but was referred to simply as "Number 400", as it was Harland and Wolff's 400th hull. Titanic was based on a revised version of the same design and was given the number 401. [15] Dimensions and layout Starboard view drawing of Titanic Titanic was 882 feet 9 inches (269.06 m) long with a maximum breadth of 92 feet 6 inches (28.19 m). The ship's total height, measured from the base of the keel to the top of the bridge, was 104 feet (32 m).[16] Titanic measured 46,329 GRT and 21,831 NRT[17] and with a draught of 34 feet 7 inches (10.54 m) and displaced 52,310 tonnes.[5] All three of the Olympic-class ships had ten decks (excluding the top of the officers' quarters), eight of which were for passenger use. From top to bottom, the decks were: The boat deck, on which the lifeboats were housed. It was from here during the early hours of 15 April 1912 that Titanic's lifeboats were lowered into the North Atlantic. The bridge and wheelhouse were at the forward end, in front of the captain's and officers' quarters. The bridge stood 8 feet (2.4 m) above the deck, extending out to either side so that the ship could be controlled while docking. The wheelhouse stood within the bridge. The entrance to the First Class Grand Staircase and gymnasium were located midships along with the raised roof of the First Class lounge, while at the rear of the deck were the roof of the First Class smoke room and the Second Class entrance. Just forward of the Second Class entrance sat the kennels, where the First Class passengers' dogs would stay. The wood-covered deck was divided into four segregated promenades: for officers, First Class passengers, engineers, and Second Class passengers respectively. Lifeboats lined the side of the deck except in the First Class area, where there was a gap so that the view would not be spoiled.[18][19] A Deck, also called the promenade deck, extended along the entire 546 feet (166 m) length of the superstructure. It was reserved exclusively for First Class passengers and contained First Class cabins, the First Class reading and writing room, lounge, smoke room, and Palm Court.[18] B Deck, the bridge deck, was the top weight-bearing deck and the uppermost level of the hull. More First Class passenger accommodations were located here with six palatial staterooms (cabins) featuring their own private promenades. On Titanic, the à la carte restaurant and the Café Parisien provided luxury dining facilities to First Class passengers. Both were run by subcontracted chefs and their staff; all were lost in the disaster. The Second Class smoking room and entrance hall were both located on this deck. The raised forecastle of the ship was forward of the bridge deck, accommodating Number 1 hatch (the main hatch through to the cargo holds), numerous pieces of machinery and the anchor housings.[b] Aft of the bridge deck was the raised poop deck, 106 feet (32 m) long, used as a promenade by Third Class passengers. It was where many of Titanic's passengers and crew made their last stand as the ship sank. The forecastle and poop deck were separated from the bridge deck by well decks.[20][21] C Deck, the shelter deck, was the highest deck to run uninterrupted from stem to stern. It included both well decks; the aft one served as part of the Third-Class promenade. Crew cabins were housed below the forecastle and Third-Class public rooms were housed below the poop deck. In between were the majority of First Class cabins and the Second-Class library. [20][22] D Deck, the saloon deck, was dominated by three public rooms—the First-Class reception room, the First-Class dining saloon and the Second-Class dining saloon. The first- and second-class galleys were also located on this deck. An open space was provided for Third Class passengers. First, Second- and Third-Class passengers had cabins on this deck, with berths for firemen located in the bow. It was the highest level reached by the ship's watertight bulkheads (though only by eight of the fifteen bulkheads).[20][23] E Deck, the upper deck, was predominantly used for passenger accommodation for all three classes plus berths for cooks, seamen, stewards and trimmers. Along its length ran a long passageway nicknamed 'Scotland Road', in reference to a famous street in Liverpool. Scotland Road was used by Third Class passengers and crew members.[20][24] F Deck, the middle deck, mainly accommodated Second- and Third-Class passengers and several departments of the crew. The Third Class dining saloon was located here, as was the First Class bath complex, containing the swimming pool and the Turkish bath.[20][24][25] G Deck, the lower deck, had the lowest portholes, just above the waterline. The first-class squash court was located here along with the travelling post office where letters and parcels were sorted ready for delivery when the ship docked. Food was also stored here. The deck was interrupted at several points by orlop (partial) decks over the boiler, engine and turbine rooms.[20][26] The orlop decks, and the tank top below that, were on the lowest level of the ship, below the waterline. The orlop decks were used as cargo spaces, while the tank top—the inner bottom of the ship's hull—provided the platform on which the ship's boilers, engines, turbines and electrical generators were housed. This area of the ship was occupied by the engine and boiler rooms, areas which passengers would have been prohibited from seeing. They were connected with higher levels of the ship by two flights of stairs in the fireman's passage; twin spiral stairways near the bow provided access up to D Deck.[20][26] Ladders in the boiler, turbine, and engine rooms provided access to higher decks in those compartments. Features Power RMS Olympic's rudder with central and port wing propellers;[27] the man at the bottom shows scale.[28] Titanic propulsion was supplied by three main engines—two reciprocating four-cylinder, triple-expansion steam engines and one centrally placed low-pressure Parsons turbine—each driving a propeller. The two reciprocating engines had a combined output of 30,000 horsepower (22,000 kW). The output of the steam turbine was 16,000 horsepower (12,000 kW).[16] The White Star Line had used the same combination of engines on an earlier liner, Laurentic, where it had been a great success.[29] It provided a good combination of performance and speed; reciprocating engines by themselves were not powerful enough to propel an Olympic-class liner at the desired speeds, while turbines were sufficiently powerful but caused uncomfortable vibrations, a problem that affected the all-turbine Cunard liners Lusitania and Mauretania.[30] By combining reciprocating engines with a turbine, fuel usage could be reduced and motive power increased, while using the same amount of steam.[31] The two reciprocating engines were each 63 feet (19 m) long and weighed 720 tonnes, with their bedplates contributing a further 195 tonnes.[30] They were powered by steam produced in 29 boilers, 24 of which were double-ended and five single-ended, which contained a total of 159 furnaces.[32] The boilers were 15 feet 9 inches (4.80 m) in diameter and 20 feet (6.1 m) long, each weighing 91.5 tonnes and capable of holding 48.5 tonnes of water.[33] They were fuelled by burning coal, 6,611 tonnes of which could be carried in Titanic's bunkers, with a further 1,092 tonnes in Hold 3. The furnaces required over 600 tonnes of coal a day to be shovelled into them by hand, requiring the services of 176 firemen working around the clock.[34] 100 tonnes of ash a day had to be disposed of by ejecting it into the sea.[35] The work was relentless, dirty and dangerous, and although firemen were paid relatively well,[34] there was a high suicide rate among those who worked in that capacity.[36] Exhaust steam leaving the reciprocating engines was fed into the turbine, which was situated aft. From there it passed into a surface condenser, to increase the efficiency of the turbine and so that the steam could be condensed back into water and reused.[37] The engines were attached directly to long shafts which drove the propellers. There were three, one for each engine; the outer (or wing) propellers were the largest, each carrying three blades of manganese-bronze alloy with a total diameter of 23.5 feet (7.2 m).[33] The middle propeller was slightly smaller at 17 feet (5.2 m) in diameter,[38] and could be stopped but not reversed. Titanic's electrical plant was capable of producing more power than an average city power station of the time.[39] Immediately aft of the turbine engine were four 400 kW steam-driven electric generators, used to provide electrical power to the ship, plus two 30 kW auxiliary generators for emergency use.[40] Their location in the stern of the ship meant they remained operational until the last few minutes before the ship sank.[41] Titanic lacked a searchlight, in accordance with the ban on the use of searchlights in the merchant navy.[42][43] Technology Compartments and funnels The interiors of the Olympic-class ships were subdivided into 16 primary compartments divided by 15 bulkheads that extended above the waterline. The eleven vertically closing watertight doors on the orlop deck could be closed automatically via a switch on the bridge, by a lever next to the door itself, or by an automatic buoyancy mechanism that would activate in the event water reached six feet high in the compartment.[44] There were also several other horizontally closing watertight doors along Scotland Road, and various crew and third class passenger spaces on the G, F, and E decks. These doors required a small key to be placed into a slot on the deck above. Once the key was turned, the watertight door would close. The ship's exposed decking was made of pine and teak, while interior ceilings were covered in painted granulated cork to combat condensation.[45] Standing above the decks were four funnels, each painted in the White Star buff with black tops; only three were functional—the aftmost one was a dummy, installed for aesthetic purposes, and used for providing ventilation to the kitchen, as well as for the First and Second Class smoking rooms. Two masts, each 155 ft (47 m) high, supported derricks for working cargo. Rudder and steering engines Titanic's rudder was 78 feet 8 inches (23.98 m) high and 15 feet 3 inches (4.65 m) long, weighing over 100 tonnes. Its size was such that it required steering engines to move it. Two steam-powered steering engines were installed, though only one was used at any given time, with the other one kept in reserve. They were connected to the short tiller through stiff springs, to isolate the steering engines from any shocks in heavy seas or during fast changes of direction.[46] As a last resort, the tiller could be moved by ropes connected to two steam capstans.[47] The capstans were also used to raise and lower the ship's five anchors (one port, one starboard, one in the centreline and two kedging anchors).[47] Water, ventilation and heating The ship was equipped with waterworks capable of heating and pumping water to all parts of the vessel via a complex network of pipes and valves. The main water supply was taken aboard while Titanic was in port, but in an emergency, the ship could also distil fresh water from seawater. However, this was not a straightforward process as the distillation plant could quickly became clogged by salt deposits. A network of insulated ducts conveyed warm air around the ship with electric fans and First-Class cabins were fitted with additional electric heaters.[39] Radio communications Marconi Company receiving equipment for a 5-kilowatt ocean liner station in the wireless radio room of Titanic's sister ship, Olympic The only known picture of Titanic's wireless radio room, taken by the Catholic priest Francis Browne. Harold Bride is seated at the desk. Titanic's radiotelegraph equipment (then known as wireless telegraphy) was leased to the White Star Line by the Marconi International Marine Communication Company, which also supplied two of its employees, Jack Phillips and Harold Bride, as operators. The service maintained a 24-hour schedule, primarily sending and receiving passenger telegrams ("marconigrams"), but also handling navigation messages including weather reports and ice warnings.[48][49][50] The radio room was located on the Boat Deck, in the officers' quarters. A soundproofed "Silent Room", next to the operating room, housed loud equipment, including the transmitter and a motor-generator used for producing alternating currents. The operators' living quarters were adjacent to the working office. The ship was equipped with a 'state of the art' 5-kilowatt rotary spark-gap transmitter, with the wireless telegraph call sign MGY, and communication was in Morse code. This transmitter was one of the first Marconi installations to use a rotary spark-gap, which gave Titanic a distinctive musical tone that could be readily distinguished from other signals. The transmitter was one of the most powerful in the world and guaranteed to broadcast over a radius of 350 miles (304 nmi; 563 km). An elevated T-antenna that spanned the length of the ship was used for transmitting and receiving. The normal operating frequency was 500 kHz (600 m wavelength); however, the equipment could also operate on the "short" wavelength of 1,000 kHz (300 m wavelength) that was employed by smaller vessels with shorter antennas.[51] Passenger facilities Main articles: First-class facilities of the Titanic and Second- and third-class facilities on Titanic See also: Grand Staircase of Titanic The passenger facilities aboard Titanic aimed to meet the highest standards of luxury. According to Titanic's general arrangement plans, the ship could accommodate 833 First Class Passengers, 614 in Second Class and 1,006 in Third Class, for a total passenger capacity of 2,453. In addition, Titanic's capacity for crew members exceeded 900, as most documents of the original configuration have stated that the full carrying capacity for passengers and crew was approximately 3,547. The ship's interior design was a departure from that of other passenger liners, which had typically been decorated in the style of a manor house or an English country house.[52] Titanic was laid out in a much lighter style similar to that of contemporary high-class hotels—the Ritz Hotel was a reference point—with First Class cabins finished in the Empire style.[52] A variety of other decorative styles, ranging from the Renaissance to Louis XV, were used to decorate cabins and public rooms in First and Second Class areas of the ship. The aim was to convey an impression that the passengers were in a floating hotel rather than a ship. As one passenger recalled, on entering the ship's interior a passenger would "at once lose the feeling that we are on board ship, and seem instead to be entering the hall of some great house on shore".[53] Cabins in First Class also contained buttons that, when pressed, would signal for a steward to come to the cabin. Among the more novel features available to first-class passengers was a 7 ft (2.1 m) deep saltwater swimming pool, a gymnasium, a squash court, and a Victorian-style Turkish bath[54] which comprised hot room, warm (temperate) room, cooling-room, and two shampooing (massage) rooms. Complementing the Turkish bath, and within the same area, was a steam room and an electric bath.[53] First-class common rooms were impressive in scope and lavishly decorated. They included a lounge in the style of the Palace of Versailles, an enormous reception room, a men's smoking room, and a reading and writing room. There was an à la carte restaurant in the style of the Ritz Hotel which was run as a concession by the famous Italian restaurateur Gaspare Gatti.[55] A Café Parisien decorated in the style of a French pavement café, complete with ivy-covered trellises and wicker furniture, was run as an annex to the restaurant. For an extra cost, first-class passengers could enjoy the finest French haute cuisine in the most luxurious of surroundings.[56] There was also a Verandah Café where tea and light refreshments were served, that offered grand views of the ocean. At 114 ft (35 m) long by 92 ft (28 m) wide, the dining saloon on D Deck, designed by Charles Fitzroy Doll, was the largest room afloat and could seat almost 600 passengers at a time.[57] The Forward First Class Grand Staircase of Titanic's sister ship RMS Olympic. Titanic's staircase will have looked nearly identical. No known photos of Titanic's staircase exist. The Forward First Class Grand Staircase of Titanic's sister ship RMS Olympic. Titanic's staircase will have looked nearly identical. No known photos of Titanic's staircase exist. The gymnasium on the boat deck, which was equipped with the latest exercise machines The gymnasium on the boat deck, which was equipped with the latest exercise machines The à la carte restaurant on B Deck (pictured here on sister ship RMS Olympic), run as a concession by Italian-born chef Gaspare Gatti The à la carte restaurant on B Deck (pictured here on sister ship RMS Olympic), run as a concession by Italian-born chef Gaspare Gatti The First Class lounge of RMS Olympic, Titanic's sister ship The First Class lounge of RMS Olympic, Titanic's sister ship The First Class Turkish baths, located along the Starboard side of F-Deck The First Class Turkish baths, located along the Starboard side of F-Deck Third Class (commonly referred to as steerage) accommodations aboard Titanic were not as luxurious as First or Second Class but were better than on many other ships of the time, where Third Class accommodations consisted of little more than open dormitories in which hundreds of people were confined, often without adequate food or toilet facilities. The White Star Line had long since broken that mould. As seen aboard Titanic, all White Star Line passenger ships divided their Third Class accommodations into two sections, always at opposite ends of the vessel from one another. The established arrangement was that single men were quartered in the forward areas, while single women, married couples and families were quartered aft. In addition, while other ships provided only open berth sleeping arrangements, White Star Line vessels provided their Third-Class passengers with private, small but comfortable cabins capable of accommodating two, four, six, eight and ten passengers.[58] Third Class accommodations also included their own dining rooms, as well as public gathering areas including adequate open deck space. This was supplemented by the addition of a smoking room for men and a general room on C Deck which women could use for reading and writing. Leisure facilities were provided for all three classes to pass the time. As well as making use of the indoor amenities such as the library, smoking rooms, and gymnasium, it was also customary for passengers to socialise on the open deck, promenading or relaxing in hired deck chairs or wooden benches. A passenger list was published before the sailing to inform the public which members of the great and good were on board, and it was not uncommon for ambitious mothers to use the list to identify rich bachelors to whom they could introduce their marriageable daughters during the voyage.[59] One of Titanic's most distinctive features was the First Class staircase, known as the Grand Staircase or Grand Stairway. Built of solid English oak with a sweeping curve, the staircase descended through seven decks of the ship, between the boat deck to E deck, before terminating in a simplified single flight on F Deck.[60] It was capped with a dome of wrought iron and glass that admitted natural light to the stairwell. Each landing off the staircase gave access to ornate entrance halls panelled in the William & Mary style and lit by ormolu and crystal light fixtures.[61] At the uppermost landing was a large carved wooden panel containing a clock, with figures of "Honour and Glory Crowning Time" flanking the clock face.[60] The Grand Staircase was destroyed during the sinking and is now just a void in the ship which modern explorers have used to access the lower decks.[62] During the filming of James Cameron's Titanic in 1997, his replica of the Grand Staircase was ripped from its foundations by the force of the inrushing water on the set. It has been suggested that during the real event, the entire Grand Staircase was ejected upwards through the dome.[63] Mail and cargo La Circassienne au Bain by Merry-Joseph Blondel; the most highly valued item of cargo lost on Titanic. This image is of a copy.[c] Although Titanic was primarily a passenger liner, the ship also carried a substantial amount of cargo. Under the designation of Royal Mail Ship (RMS), Titanic carried mail under contract with the Royal Mail (and also for the United States Post Office Department). For the storage of letters, parcels and specie (bullion, coins and other valuables), 26,800 cubic feet (760 m3) of space was allocated. The Sea Post Office on G Deck was manned by five postal clerks (three Americans and two Britons), who worked 13 hours a day, seven days a week, sorting up to 60,000 items daily.[65] The ship's passengers brought with them a huge amount of baggage; another 19,455 cubic feet (550.9 m3) was taken up by first- and second-class baggage. In addition, there was a considerable quantity of regular cargo, ranging from furniture to foodstuffs, and a 1912 Renault Type CE Coupe de Ville motor car.[66] Despite later myths, the cargo on Titanic's maiden voyage was fairly mundane; there was no gold, exotic minerals or diamonds, and one of the more famous items lost in the shipwreck, a jewelled copy of the Rubaiyat of Omar Khayyam, was valued at only £405 (£50,600 today).[67] According to the claims for compensation filed with Commissioner Gilchrist, following the conclusion of the Senate Inquiry, the single most highly valued item of luggage or cargo was a large neoclassical oil painting entitled La Circassienne au Bain by French artist Merry-Joseph Blondel. The painting's owner, first-class passenger Mauritz Håkan Björnström-Steffansson, filed a claim for $100,000 (equivalent to $2,300,000 in 2023) in compensation for the loss of the artwork.[64] Other intriguing items in the manifest included 12 cases of ostrich feathers, 76 cases of "Dragon's Blood," and 16 cases of calabashes.[68] Titanic was equipped with eight electric cranes, four electric winches and three steam winches to lift cargo and baggage in and out of the holds. It is estimated that the ship used some 415 tonnes of coal whilst in Southampton, simply generating steam to operate the cargo winches and provide heat and light.[69] Lifeboats Main article: Lifeboats of Titanic A collapsible lifeboat with canvas sides Like Olympic, Titanic carried a total of 20 lifeboats: 14 standard wooden Harland and Wolff lifeboats with a capacity of 65 people each and four Engelhardt "collapsible" (wooden bottom, collapsible canvas sides) lifeboats (identified as A to D) with a capacity of 47 people each. In addition, Titanic had two emergency cutters with a capacity of 40 people each.[70][d] Olympic carried at least two collapsible boats on either side of the number one funnel.[71][72] All of the lifeboats were stowed securely on the boat deck and, except for collapsible lifeboats A and B, connected to davits by ropes. Those on the starboard side were odd-numbered 1–15 from bow to stern, while those on the port side were even-numbered 2–16 from bow to stern.[73] Both cutters were kept swung out, hanging from the davits, ready for immediate use, while collapsible lifeboats C and D were stowed on the boat deck (connected to davits) immediately inboard of boats 1 and 2 respectively. A and B were stored on the roof of the officers' quarters, on either side of number 1 funnel. There were no davits to lower them and their weight would make them difficult to launch by hand.[73] Each boat carried (among other things) food, water, blankets, and a spare life belt. Lifeline ropes on the boats' sides enabled them to save additional people from the water if necessary. Titanic had 16 sets of davits, each able to handle three lifeboats, unlike what Carslile had hoped. This gave Titanic the ability to carry up to 48 wooden lifeboats.[74] However, the White Star Line decided that only 16 wooden lifeboats and four collapsibles would be carried, which could accommodate 1,178 people, only one-third of Titanic's total capacity. At the time, the Board of Trade's regulations required British vessels over 10,000 tonnes to carry only 16 lifeboats with a capacity of 990 occupants.[70] Therefore, the White Star Line actually provided more lifeboat accommodation than was legally required.[75][e] At the time, lifeboats were intended to ferry survivors from a sinking ship to a rescuing ship—not keep afloat the whole population or power them to shore. Had SS Californian responded to Titanic's distress calls, the lifeboats might have been able to ferry all passengers to safety as planned.[77] Building and preparing the ship Construction, launch and fitting-out Construction in gantry, bow is seen Construction in gantry, 1909–11 Launch, 1911; ship with unfinished superstructure Launch, 1911 (unfinished superstructure) Fitting-out, 1911–12: Ship is seen in dock Fitting-out, 1911–12 The sheer size of the Olympic class vessels posed a major engineering challenge for Harland and Wolff; no shipbuilder had ever before attempted to construct vessels this size.[78] The ships were constructed on Queen's Island, now known as the Titanic Quarter, in Belfast Harbour. Harland and Wolff had to demolish three existing slipways and build two new ones, the largest ever constructed up to that time, to accommodate both ships.[10] Their construction was facilitated by an enormous gantry built by Sir William Arrol & Co., a Scottish firm responsible for the building of the Forth Bridge and London's Tower Bridge. The Arrol Gantry stood 228 feet (69 m) high, was 270 feet (82 m) wide and 840 feet (260 m) long and weighed more than 6,000 tonnes. It accommodated a number of mobile cranes. A separate floating crane, capable of lifting 200 tonnes, was brought in from Germany.[79] The construction of Olympic and Titanic took place virtually in parallel, with Olympic's keel laid down first on 16 December 1908 and Titanic's on 31 March 1909.[15] Both ships took about 26 months to build and followed much the same construction process. They were designed essentially as an enormous floating box girder, with the keel acting as a backbone and the frames of the hull forming the ribs. At the base of the ships, a double bottom 5 feet 3 inches (1.60 m) deep supported 300 frames, each between 24 inches (61 cm) and 36 inches (91 cm) apart and measuring up to about 66 feet (20 m) long. They terminated at the bridge deck (B Deck) and were covered with steel plates which formed the outer skin of the ships.[80] The 2,000 hull plates were single pieces of rolled steel plate, mostly up to 6 feet (1.8 m) wide and 30 feet (9.1 m) long and weighing between 2.5 and 3 tonnes.[81] Their thickness varied from 1 inch (2.5 cm) to 1.5 inches (3.8 cm).[44] The plates were laid in a clinkered (overlapping) fashion from the keel to the bilge. Above that point they were laid in the "in and out" fashion, where strake plating was applied in bands (the "in strakes") with the gaps covered by the "out strakes", overlapping on the edges. Commercial oxy-fuel and electric arc welding methods, ubiquitous in fabrication today, were still in their infancy. Like most other iron and steel structures of the era, the hull was held together with over three million iron and steel rivets, which by themselves weighed over 1,200 tonnes. They were fitted using hydraulic machines or were hammered in by hand.[82] In the 1990s, material scientists concluded[83] that the steel plate used for the ship was subject to being especially brittle when cold, and that this brittleness exacerbated the impact damage and hastened the sinking. It is believed that, by the standards of the time, the steel plate's quality was good, not faulty, but that it was inferior to what would be used for shipbuilding purposes in later decades, owing to advances in the metallurgy of steelmaking.[83] As for the rivets, considerable emphasis has also been placed on their quality and strength.[84][85][86][87][88] Two side anchors and a centre anchor were among the last items to be fitted on Titanic before it launched. The anchors were a challenge to make; the centre anchor was the largest ever forged by hand. The head weighed nearly 16 tonnes and the shank another 8. Twenty Clydesdale draught horses were needed to haul the centre anchor by wagon from the Noah Hingley & Sons Ltd forge shop in Netherton, near Dudley, United Kingdom to the Dudley railway station two miles away. It was then shipped by rail to Fleetwood in Lancashire before boarding a ship to Belfast.[89] Constructing the ships was difficult and dangerous. Safety precautions were rudimentary at best for the 15,000 men who worked at Harland and Wolff at the time.[90] Much of the work was carried out without safety equipment like hard hats or hand guards on machinery. 246 injuries were recorded during Titanic's construction, including 28 severe injuries, such as arms severed by machines or legs crushed under falling pieces of steel. Six people died on the ship during construction and fitting out, and another two died in the shipyard workshops and sheds.[91] Just before the launch, a worker was killed when a piece of wood fell on him.[92] Titanic was launched at 12:15 pm on 31 May 1911 in the presence of Lord Pirrie, J. Pierpont Morgan, J. Bruce Ismay and 100,000 onlookers.[93][94] Twenty-two tonnes of soap and tallow were spread on the slipway to lubricate the ship's passage into the River Lagan.[92] In keeping with the White Star Line's traditional policy, the ship was not formally named or christened with champagne.[93] The ship was towed to a fitting-out berth where, over the course of the next year, the engines, funnels and superstructure were installed and interior was fitted out.[95] Although Titanic was virtually identical to the class's lead ship Olympic, a few changes were made to distinguish both ships. The most noticeable exterior difference was that Titanic (and the third vessel in class, Britannic) had a steel screen with sliding windows installed along the forward half of the A Deck promenade. This was installed as a last-minute change at the personal request of Bruce Ismay and was intended to provide additional shelter to First Class passengers.[96] Extensive changes were made to B Deck on Titanic as the promenade space in this deck, which had proven unpopular on Olympic, was converted into additional First-Class cabins, including two opulent parlour suites with their own private promenade spaces. The À la Carte restaurant was also enlarged and the Café Parisien, an entirely new feature which did not exist on Olympic, was added. These changes made Titanic slightly heavier than Olympic and allowed claim to be the largest ship afloat. The work took longer than expected due to design changes requested by Ismay and a temporary pause in work occasioned by the need to repair Olympic, which had been in a collision in September 1911. Had Titanic been finished earlier, the ship might well have missed colliding with an iceberg.[92] Sea trials Titanic departing Belfast for sea trials on 2 April 1912 Titanic's sea trials began at 6 am on Tuesday, 2 April 1912, just two days after the fitting out was finished and eight days before departure from Southampton on the maiden voyage.[97] The trials were delayed for a day due to bad weather, but by Monday morning it was clear and fair.[98] Aboard were 78 stokers, greasers and firemen, and 41 members of crew. No domestic staff appear to have been aboard. Representatives of various companies travelled on Titanic's sea trials: Thomas Andrews and Edward Wilding of Harland and Wolff, and Harold A. Sanderson of IMM. Bruce Ismay and Lord Pirrie were too ill to attend. Jack Phillips and Harold Bride served as radio operators and performed fine-tuning of the Marconi equipment. Francis Carruthers, a surveyor from the Board of Trade, was also present to see that everything worked and that the ship was fit to carry passengers.[99] The sea trials consisted of a number of tests of handling characteristics, carried out first in Belfast Lough and then in the open waters of the Irish Sea. Over the course of about 12 hours, Titanic was driven at different speeds, turning ability was tested, and a "crash stop" was performed in which the engines were reversed full ahead to full astern, bringing the ship to a stop in 850 yd (777 m) or 3 minutes and 15 seconds.[100] Titanic covered a distance of about 80 nautical miles (92 mi; 150 km), averaging 18 knots (21 mph; 33 km/h) and reaching a maximum speed of just under 21 knots (24 mph; 39 km/h).[101] On returning to Belfast at about 7 pm, the surveyor signed an "Agreement and Account of Voyages and Crew", valid for 12 months, which declared the ship seaworthy. An hour later, Titanic departed Belfast to head to Southampton, a voyage of about 570 nautical miles (660 mi; 1,060 km). After a journey lasting about 28 hours, Titanic arrived about midnight on 4 April and was towed to the port's Berth 44, ready for the arrival of passengers and the remainder of the crew.[102] Maiden voyage Titanic at Southampton docks, prior to departure Titanic in Queenstown harbour, 11 April 1912 Both Olympic and Titanic registered Liverpool as their home port. The offices of the White Star Line, as well as Cunard, were in Liverpool, and up until the introduction of the Olympic, most British ocean liners for both Cunard and White Star, such as Lusitania and Mauretania, sailed from Liverpool followed by a port of call in Queenstown, Ireland. Since the company's founding in 1845, a vast majority of their operations had taken place from Liverpool. However, in 1907 White Star Line established another service from Southampton on England's south coast, which became known as White Star's "Express Service". Southampton had many advantages over Liverpool, the first being its proximity to London.[103] Proposed sailings for Olympic and Titanic for the year 1912. Titanic would've spent Christmas 1912 at White Star dock #56 in New York (Manhattan) leaving for Plymouth on December 28. In addition, Southampton, being on the south coast, allowed ships to easily cross the English Channel and make a port of call on the northern coast of France, usually at Cherbourg. This allowed British ships to pick up clientele from continental Europe before recrossing the channel and picking up passengers at Queenstown. The Southampton-Cherbourg-New York run would become so popular that most British ocean liners began using the port after World War I. Out of respect for Liverpool, ships continued to be registered there until the early 1960s. Queen Elizabeth 2 was one of the first ships registered in Southampton when introduced into service by Cunard in 1969.[103] Titanic's maiden voyage was intended to be the first of many trans-Atlantic crossings between Southampton and New York via Cherbourg and Queenstown on westbound runs, returning via Plymouth in England while eastbound. The entire schedule of voyages through to December 1912 still exists.[104] When the route was established, four ships were assigned to the service. In addition to Teutonic and Majestic, RMS Oceanic and the brand new RMS Adriatic sailed the route. When the Olympic entered service in June 1911, the ship replaced Teutonic, which after completing a last run on the service in late April was transferred to the Dominion Line's Canadian service. The following August, Adriatic was transferred to White Star Line's main Liverpool-New York service, and in November, Majestic was withdrawn from service pending the arrival of Titanic in the coming months and was mothballed as a reserve ship.[105][106] White Star Line's initial plans for Olympic and Titanic on the Southampton run followed the same routine as their predecessors had done before them. Each would sail once every three weeks from Southampton and New York, usually leaving at noon each Wednesday from Southampton and each Saturday from New York, thus enabling the White Star Line to offer weekly sailings in each direction. Special trains were scheduled from London and Paris to convey passengers to Southampton and Cherbourg respectively.[106] The deep-water dock at Southampton, then known as the "White Star Dock", had been specially constructed to accommodate the new Olympic-class liners, and had opened in 1911.[107] Crew Main article: Crew of Titanic Edward Smith, captain of Titanic, on board the Olympic in 1911 Titanic had about 885 crew members on board for the maiden voyage.[108] Like other vessels of the time, Titanic did not have a permanent crew, and the vast majority of crew members were casual workers who only came aboard the ship a few hours before sailing from Southampton.[109] The process of signing up recruits began on 23 March and some were to Belfast, where they served as a skeleton crew on Titanic's sea trials and passage to England in early April.[110] Captain Edward John Smith, the most senior of the White Star Line's captains, was transferred from Olympic to take command of Titanic.[111] Henry Tingle Wilde also came across from Olympic to take the post of chief mate. Titanic's previously designated chief mate and first officer, William McMaster Murdoch and Charles Lightoller, were downgraded to the ranks of first and second officer respectively, and the original second officer, David Blair, was dropped altogether.[112][f] The third officer, Herbert Pitman, was the only deck officer not a member of the Royal Naval Reserve. Pitman was the second-to-last surviving officer.[citation needed] Titanic's crew were divided into three principal departments: Deck, with 66 crew; Engine, with 325; and Victualling, with 494.[113] The vast majority of the crew were thus not seamen but were either engineers, firemen, or stokers, responsible for looking after the engines, or stewards and galley staff, responsible for the passengers.[114] Of these, over 97% were male; just 23 of the crew were female, mainly stewardesses.[115] The rest represented a variety of professions—bakers, chefs, butchers, fishmongers, dishwashers, stewards, gymnasium instructors, laundrymen, waiters, bed-makers, cleaners, and even a printer,[115] who produced a daily newspaper for passengers called the Atlantic Daily Bulletin with the latest news received by the ship's wireless operators.[48][g] Most of the crew signed on in Southampton on 6 April;[15] in all, 699 of the crew came from there, and 40% were natives of the town.[115] A few specialist staff were self-employed or subcontractors, including: five postal clerks who worked for the Royal Mail and the United States Post Office Department, the staff of the First Class À La Carte Restaurant and the Café Parisien, the radio operators (who were employed by Marconi) and the eight musicians, who were employed by an agency and travelled as second-class passengers.[117] Crew pay varied greatly, from Captain Smith's £105 a month (equivalent to £13,100 today) to the £3 10s (£440 today) that stewardesses earned. The lower-paid victualling staff could, however, supplement their wages substantially through tips from passengers.[116] Passengers Main article: Passengers of Titanic See also: Animals aboard Titanic John Jacob Astor IV in 1909. He was the wealthiest person aboard Titanic; he did not survive. Titanic's passengers numbered approximately 1,317 people: 324 in First Class, 284 in Second Class, and 709 in Third Class. Of these, 869 (66%) were male and 447 (34%) female. There were 107 children aboard, the largest number of whom were in Third Class.[118] The ship was considerably under-capacity for the maiden voyage and could have accommodated 2,453 passengers—833 First Class, 614 Second Class, and 1,006 Third Class.[119] Usually, a high-prestige vessel like Titanic could expect to be fully booked on a maiden voyage. However, a national coal strike in the UK had caused considerable disruption to shipping schedules in the spring of 1912, causing many crossings to be cancelled. Many would-be passengers chose to postpone their travel plans until the strike was over. The strike had finished a few days before Titanic sailed; however, that was too late to have much of an effect. Titanic was able to sail on the scheduled date only because coal was transferred from other vessels which were tied up at Southampton, such as SS City of New York and RMS Oceanic, as well as coal that Olympic had brought back from a previous voyage to New York, which had been stored at the White Star Dock.[96] Some of the most prominent people of the day booked a passage aboard Titanic, travelling in First Class. Among them (with those who perished marked with a dagger†) were the American millionaire John Jacob Astor IV† and his wife, Madeleine Force Astor (with John Jacob Astor VI in utero); industrialist Benjamin Guggenheim†; painter and sculptor Francis Davis Millet†; Macy's owner Isidor Straus† and his wife, Ida†; millionairess Margaret "Molly" Brown;[h] Sir Cosmo Duff Gordon and his wife, Lucy (Lady Duff-Gordon); Lieut. Col. Arthur Peuchen; writer and historian Archibald Gracie; cricketer and businessman John B. Thayer† with his wife, Marian, and son Jack; George Dunton Widener† with his wife, Eleanor, and son Harry†; Noël Leslie, Countess of Rothes; Mr.† and Mrs. Charles M. Hays; Mr. and Mrs. Henry S. Harper; Mr.† and Mrs. Walter D. Douglas; Mr.† and Mrs. George D. Wick; Mr.† and Mrs. Henry B. Harris; Mr.† and Mrs. Arthur L. Ryerson; Mr.† and Mrs.† Hudson J. C. Allison; Mr. and Mrs. Dickinson Bishop; noted architect Edward Austin Kent†; brewery heir Harry Molson†; tennis players Karl Behr and Dick Williams; author and socialite Helen Churchill Candee; future lawyer and suffragette Elsie Bowerman and her mother Edith; journalist and social reformer William Thomas Stead†; journalist and fashion buyer Edith Rosenbaum; socialite Edith Corse Evans†; wealthy divorcée Charlotte Drake Cardeza; French sculptor Paul Chevré; author Jacques Futrelle† with his wife May; silent film actress Dorothy Gibson with her mother Pauline; President of the Swiss Bankverein, Col. Alfons Simonius-Blumer; James A. Hughes's daughter Eloise; banker Robert Williams Daniel; the chairman of the Holland America Line, Johan Reuchlin [de]; Arthur Wellington Ross's son John H. Ross; Washington Roebling's nephew Washington A. Roebling II; Andrew Saks's daughter Leila Saks Meyer with her husband Edgar Joseph Meyer† (son of Marc Eugene Meyer); William A. Clark's nephew Walter M. Clark with his wife, Virginia; a great-great-grandson of soap manufacturer Andrew Pears, Thomas C. Pears, with wife; John S. Pillsbury's grandson John P. Snyder and wife Nelle; and Dorothy Parker's uncle Martin Rothschild with his wife, Elizabeth.[120] Titanic's owner J. P. Morgan was scheduled to travel on the maiden voyage but cancelled at the last minute.[121] Also aboard the ship were the White Star Line's managing director J. Bruce Ismay and Titanic's designer Thomas Andrews†, who was on board to observe any problems and assess the general performance of the new ship.[122] The exact number of people aboard is not known, as not all of those who had booked tickets made it to the ship; about 50 people cancelled for various reasons,[123] and not all of those who boarded stayed aboard for the entire journey.[124] Fares varied depending on class and season. Third Class fares from London, Southampton, or Queenstown cost £7 5s (equivalent to £900 today) while the cheapest First Class fares cost £23 (£2,900 today).[106] The most expensive First Class suites were to have cost up to £870 in high season (£109,000 today).[119] Collecting passengers Titanic's maiden voyage began on Wednesday, 10 April 1912. Following the embarkation of the crew, the passengers began arriving at 9:30 am, when the London and South Western Railway's boat train from London Waterloo station reached Southampton Terminus railway station on the quayside, alongside Titanic's berth.[125] The large number of Third Class passengers meant they were the first to board, with First and Second Class passengers following up to an hour before departure. Stewards showed them to their cabins, and First Class passengers were personally greeted by Captain Smith.[126] Third Class passengers were inspected for ailments and physical impairments that might lead to their being refused entry to the United States – a prospect the White Star Line wished to avoid, as it would have to carry anyone who failed the examination back across the Atlantic.[123] In all, 920 passengers boarded Titanic at Southampton – 179 First Class, 247 Second Class, and 494 Third Class. Additional passengers were to be picked up at Cherbourg and Queenstown.[96] SS New York breaking free of her moorings in Southampton. RMS Oceanic is to her left. The maiden voyage began at noon, as scheduled. An accident was narrowly averted only a few minutes later, as Titanic passed the moored liners SS City of New York of the American Line and Oceanic of the White Star Line, the latter of which would have been a running mate on the service from Southampton. The ship's displacement caused both of the smaller ships to be lifted by a bulge of water and dropped into a trough. New York's mooring cables could not take the sudden strain and snapped, swinging around stern-first towards Titanic. A nearby tugboat, Vulcan, came to the rescue by taking New York under tow, and Captain Smith ordered Titanic's engines to be put "full astern".[127] The two ships avoided a collision by a distance of about 4 feet (1.2 m). The incident delayed Titanic's departure for about an hour, while the drifting New York was brought under control.[128][129] After making it safely through the complex tides and channels of Southampton Water and the Solent, Titanic disembarked the Southampton pilot at the Nab Lightship and headed out into the English Channel.[130] The ship headed for the French port of Cherbourg, a journey of 77 nautical miles (89 mi; 143 km).[131] The weather was windy, very fine but cold and overcast.[132] Because Cherbourg lacked docking facilities for a ship the size of Titanic, tenders had to be used to transfer passengers from shore to ship. The White Star Line operated two tenders at Cherbourg: SS Traffic and SS Nomadic (Nomadic is the only surviving White Star Line ship). Both had been designed specifically as tenders for the Olympic-class liners and launched shortly after Titanic.[133] Four hours after leaving Southampton, Titanic arrived at Cherbourg and was met by the tenders where 274 additional passengers were taken aboard (142 First Class, 30 Second Class, and 102 Third Class). Twenty-four passengers had booked a cross-Channel passage only and were left aboard the tenders to be conveyed to shore, a process completed within 90 minutes. At 8 pm, Titanic weighed anchor and left for Queenstown[134] with the weather remaining cold and windy.[132] The tender Nomadic At 11:30 am on Thursday 11 April, Titanic arrived at Cork Harbour on the south coast of Ireland. It was a partly cloudy but relatively warm day, with a brisk wind.[132] Again, the dock facilities were not suitable for a ship of Titanic's size, and the tenders America and Ireland were used to bring passengers aboard. In all, 123 passengers boarded Titanic at Queenstown – three First Class, seven Second Class and 113 Third Class. In addition to the 24 cross-Channel passengers who had disembarked at Cherbourg, another seven passengers had booked an overnight passage from Southampton to Queenstown. Among the seven was Francis Browne, a Jesuit trainee who was a keen photographer and took many photographs aboard Titanic, including one of the last known photographs of the ship. The very last one was taken by another cross-channel passenger, Kate Odell.[135] A decidedly unofficial departure was that of a crew member, stoker John Coffey, a Queenstown native who sneaked off the ship by hiding under mail bags being transported to shore.[136] Titanic weighed anchor for the last time at 1:30 pm and departed on the westward journey across the Atlantic.[136] Atlantic crossing The Titanic itinerary on the Northern Atlantic, from Fastnet Light (Ireland) to Ambrose Light (New York) Ice warnings prior to the accident of 14 April Titanic was planned to arrive at New York Pier 59[137] on the morning of 17 April.[138] After leaving Queenstown, Titanic followed the Irish coast as far as Fastnet Rock,[139] a distance of some 55 nautical miles (63 mi; 102 km). From there the voyage of 1,620 nautical miles (1,860 mi; 3,000 km) along a Great Circle route across the North Atlantic, reached a spot in the ocean known as "the corner", southeast of Newfoundland, where westbound steamers carried out a change of course. Titanic sailed only a few hours past the corner on a rhumb line leg of 1,023 nautical miles (1,177 mi; 1,895 km) to Nantucket Shoals Light when making fatal contact with an iceberg.[140] The final leg of the journey would have been 193 nautical miles (222 mi; 357 km) to Ambrose Light and finally to New York Harbor.[141] From 11 April to local apparent noon the next day, Titanic covered 484 nautical miles (557 mi; 896 km); the following day, 519 nautical miles (597 mi; 961 km); and by noon on the final day of the voyage, 546 nautical miles (628 mi; 1,011 km). From then until the time of sinking, the ship travelled another 258 nautical miles (297 mi; 478 km), averaging about 21 knots (24 mph; 39 km/h).[142] The weather cleared as Titanic left Ireland under cloudy skies with a headwind. Temperatures remained fairly mild on Saturday 13 April, but the following day Titanic crossed a cold weather front with strong winds and waves of up to 8 feet (2.4 m). These died down as the day progressed until, by the evening of Sunday 14 April, it became clear, calm, and very cold.[143] The first three days of the voyage from Queenstown had passed without apparent incident. A fire had begun in Titanic's forward most coal bunker (that supplied coal to boiler rooms six and five) approximately 10 days prior to the ship's departure, and continued to burn for several days into its voyage,[144] but passengers were unaware of this situation. Fires occurred frequently on board steamships at the time, due to spontaneous combustion of the coal.[145] The fires had to be extinguished with fire hoses by moving the coal on top to another bunker and by removing the burning coal and feeding it into the furnace.[146] The fire was finally extinguished on 14 April.[147][148] There has been some speculation and discussion as to whether this fire and attempts to extinguish it may have made the ship more vulnerable to sinking.[149][150] Titanic received a series of warnings from other ships of drifting ice in the area of the Grand Banks of Newfoundland, but Captain Smith ignored them.[151] One of the ships to warn Titanic was the Atlantic Line's Mesaba.[152] Nevertheless, Titanic continued to steam at full speed, which was standard practice at the time.[153] Although not trying to set a speed record,[154] timekeeping was a priority, and under prevailing maritime practices, ships were often operated at close to full speed; ice warnings were seen as advisories, and reliance was placed upon lookouts and the watch on the bridge.[153] It was generally believed that ice posed little danger to large vessels. Close calls with ice were not uncommon, and even head-on collisions had not been disastrous. In 1907, SS Kronprinz Wilhelm, a German liner, had rammed an iceberg but still completed the voyage, and Captain Smith said in 1907 that he "could not imagine any condition which would cause a ship to founder. Modern shipbuilding has gone beyond that."[155][i] Sinking Main articles: Sinking of Titanic and Iceberg that sank the Titanic Drawing of sinking in four steps from eyewitness description The sinking, based on Jack Thayer's description. Sketched by L.P. Skidmore on board Carpathia. Photo of an iceberg taken the day after the sinking at the place of sinking The iceberg thought to have been hit by Titanic, photographed on the morning of 15 April 1912. Note the dark spot just along the berg's waterline, which was described by onlookers as a smear of red paint thought to be of a ship. "Untergang der Titanic", a painting showing a big ship sinking with survivors in the water and boats "Untergang der Titanic", as conceived by Willy Stöwer, 1912 At 11:40 pm (ship's time) on 14 April, lookout Frederick Fleet spotted an iceberg immediately ahead of Titanic and alerted the bridge.[158] First Officer William Murdoch ordered the ship to be steered around the iceberg and the engines to be reversed,[159] but it was too late. The starboard side of Titanic struck the iceberg, creating a series of holes below the waterline.[j] The hull was not punctured, but rather dented such that the steel plates of the hull buckled and separated, allowing water to rush in. Five of the sixteen watertight compartments were heavily breached and a sixth was slightly compromised. It soon became clear that Titanic would sink, as the ship could not remain afloat with more than four compartments flooded. Titanic began sinking bow-first, with water spilling from compartment to compartment over the top of each watertight bulkhead as the ship's angle in the water became steeper.[161] Diagrams explaining the Titanic's breakup Those aboard Titanic were ill-prepared for such an emergency. In accordance with accepted practices of the time, as ships were seen as largely unsinkable and lifeboats were intended to transfer passengers to nearby rescue vessels,[162][k] Titanic only had enough lifeboats to carry about half of those on board; if the ship had carried the full complement of about 3,339 passengers and crew, only about a third could have been accommodated in the lifeboats.[164] The crew had not been trained adequately in carrying out an evacuation. The officers did not know how many they could safely put aboard the lifeboats and launched many of them barely half-full.[165] Third-class passengers were largely left to fend for themselves, causing many of them to become trapped below decks as the ship filled with water.[166] The "women and children first" protocol was generally followed when loading the lifeboats,[166] and most of the male passengers and crew were left aboard. Women and children survived at rates of about 75 per cent and 50 per cent, while only 20 per cent of men survived.[167] Between 2:10 and 2:15 am, a little over two and a half hours after Titanic struck the iceberg, the rate of sinking suddenly increased as the boat deck dipped underwater, and the sea poured in through open hatches and grates: in between that time, the electrical power on board also went out.[168] As the ship's unsupported stern rose out of the water, exposing the propellers, the ship broke in two main pieces between the second and third funnels, due to the immense forces on the keel. With the bow underwater, and air trapped in the stern, the stern remained afloat and buoyant for a few minutes longer, rising to a nearly vertical angle with hundreds of people still clinging to it,[169] before foundering at 2:20 am.[170] It was believed that Titanic sank in one piece, but the 1985 discovery of the wreck revealed that the ship had broken in two. All remaining passengers and crew were immersed in water at a temperature of −2 °C (28 °F). Only five who were in the water were helped into the lifeboats, though the lifeboats had room for almost 500 more people.[171] Distress signals were sent by wireless, rockets, and lamp, but none of the ships that responded were near enough to reach Titanic before sinking.[172] A radio operator on board SS Birma, for instance, estimated that it would be 6 am before the liner could arrive at the scene. Meanwhile, SS Californian, which was the last to have been in contact before the collision, saw Titanic's flares but failed to assist.[173] Around 4 am, RMS Carpathia arrived on the scene in response to Titanic's earlier distress calls.[174] When the ship sank, the lifeboats that had been lowered were only filled up to an average of 60%.[175] 706 people survived the disaster and were conveyed by Carpathia to New York, Titanic's original destination, while 1,517 people died.[108] Aftermath of sinking Immediate aftermath The New York Times had gone to press 15 April with knowledge of the collision but not the sinking.[176] The International Mercantile Marine Company's statement on Monday 15 April assured that despite the lack of communication from the ship, it was "unsinkable".[177] London newsboy Ned Parfett with news of the disaster, as reported on Tuesday, 16 April Titanic had been scheduled for a 20 April departure, seen in a New York Times ad apparently unable to be pulled, overnight, before this 15 April printing.[178] RMS Carpathia took three days to reach New York after leaving the scene of the disaster with a journey slowed by pack ice, fog, thunderstorms and rough seas.[179] Carpathia was, however, able to pass news to the outside world by wireless about what had happened. The initial reports were confusing, leading the American press to report erroneously on 15 April that Titanic was being towed to port by SS Virginian.[180] Late on the night of 15 April White Star reported a message was received saying Titanic had sunk, but all passengers and crew had been transferred to another vessel.[181] Later that day, confirmation came through that Titanic had been lost and that most of the passengers and crew had died.[182] The news attracted crowds of people to the White Star Line's offices in London, New York, Montreal,[183] Southampton,[184] Liverpool and Belfast.[185] It hit hardest in Southampton, whose people suffered the greatest losses from the sinking;[186] four out of every five crew members came from this town.[187][l] Carpathia docked at 9:30 pm on 18 April at New York's Pier 54 and was greeted by some 40,000 people waiting at the quayside in heavy rain.[190] Immediate relief in the form of clothing and transportation to shelters was provided by the Women's Relief Committee, the Travelers Aid Society of New York, and the Council of Jewish Women, among other organisations.[191] Many of Titanic's surviving passengers did not linger in New York but headed onwards immediately to relatives' homes. Some of the wealthier survivors chartered private trains to take them home, and the Pennsylvania Railroad laid on a special train free of charge to take survivors to Philadelphia. Titanic's 214 surviving crew members were taken to the Red Star Line's steamer SS Lapland, where they were accommodated in passenger cabins.[192] Carpathia was hurriedly restocked with food and provisions before resuming the journey to Fiume, Austria-Hungary. The crew were given a bonus of a month's wages by Cunard as a reward for their actions, and some of Titanic's passengers joined to give them an additional bonus of nearly £900 (£113,000 today), divided among the crew members.[193] The ship's arrival in New York led to a frenzy of press interest, with newspapers competing to be the first to report the survivors' stories. Some reporters bribed their way aboard the pilot boat New York, which guided Carpathia into harbour, and one even managed to get onto Carpathia before docking.[194] Crowds gathered outside newspaper offices to see the latest reports being posted in the windows or on billboards.[195] It took another four days for a complete list of casualties to be compiled and released, adding to the agony of relatives waiting for news of those who had been aboard Titanic.[m] Insurance, aid for survivors and lawsuits Cartoon demanding better safety from shipping companies, 1912 Molly Brown presenting award to Carpathia Captain Arthur Rostron for his service in the rescue In January 1912, the hulls and equipment of Titanic and Olympic had been insured through Lloyd's of London and London Marine Insurance. The total coverage was £1,000,000 (£123,000,000 today) per ship. The policy was to be "free from all average" under £150,000, meaning that the insurers would only pay for damage in excess of that sum. The premium, negotiated by brokers Willis Faber & Company (now Willis Group), was 15 s (75 p) per £100, or £7,500 (£940,000 today) for the term of one year. Lloyd's paid the White Star Line the full sum owed to them within 30 days.[197] Many charities were set up to help the survivors and their families, many of whom lost their sole wage earner, or, in the case of many Third-Class survivors, everything they owned. In New York City, for example, a joint committee of the American Red Cross and Charity Organization Society formed to disburse financial aid to survivors and dependents of those who died.[198] On 29 April, opera stars Enrico Caruso and Mary Garden and members of the Metropolitan Opera raised $12,000 ($300,000 in 2014)[199] 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 programme.[200] In Britain, relief funds were organised for the families of Titanic's lost crew members, raising nearly £450,000 (£56,000,000 today). One such fund was still in operation as late as the 1960s.[201] In the United States and Britain, more than 60 survivors combined to sue the White Star Line for damages connected to loss of life and baggage.[202] The claims totalled $16,804,112 (appr. $419 million in 2018 USD), which was far in excess of what White Star argued it was responsible for as a limited liability company under American law.[203] Because the bulk of the litigants were in the United States, White Star petitioned the United States Supreme Court in 1914, which ruled in its favour that it qualified as an LLC and found that the causes of the ship's sinking were largely unforeseeable, rather than due to negligence.[204] This sharply limited the scope of damages survivors and family members were entitled to, prompting them to reduce their claims to some $2.5 million. White Star only settled for $664,000 (appr. $16.56 million in 2018), about 27% of the original total sought by survivors. The settlement was agreed to by 44 of the claimants in December 1915, with $500,000 set aside for the American claimants, $50,000 for the British, and $114,000 to go towards interest and legal expenses.[202][203] Investigations into the disaster Main articles: United States Senate inquiry into the sinking of the Titanic and British Wreck Commissioner's inquiry into the sinking of the Titanic Senate Inquiry: within five days of the sinking, The New York Times published several columns relating to Ismay's conduct—concerning which "there has been so much comment".[205] Columns included the statement of attorney Karl H. Behr indicating Ismay had helped supervise loading of passengers in lifeboats, and of William E. Carter stating that he and Ismay boarded a lifeboat only after there were no more women.[205] 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. Inquiries were held in both the United States and the United Kingdom, the former more robustly critical of traditions and practices, and scathing of the failures involved, and the latter broadly more technical and expert-orientated.[206] The US Senate's inquiry into the disaster was initiated on 19 April, a day after Carpathia arrived in New York.[207] The chairman, 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.[208] 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 US railroads, and wanted to investigate any possible malpractices by railroad tycoon J. P. Morgan, Titanic's ultimate owner.[209] The British Board of Trade's inquiry into the disaster was headed by Lord Mersey, and took place between 2 May and 3 July. Being run by the Board of Trade, who had previously approved the ship, it was seen by some[like whom?] as having little interest in its own or White Star's conduct being found negligent.[210] 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.[211] The British inquiry also took far greater expert testimony, making it the longest and most detailed court of inquiry in British history up to that time.[212] The two inquiries reached broadly similar conclusions: the regulations on the number of lifeboats that ships had to carry were out of date and inadequate,[213] Captain Smith had failed to take proper heed of ice warnings,[214] the lifeboats had not been properly filled or crewed, and the collision was the direct result of steaming into a dangerous area at too high a speed.[213] Neither inquiry's findings listed negligence by IMM or the White Star Line as a factor. The American inquiry concluded that since those involved had followed standard practice, the disaster was an act of God.[215] The British inquiry concluded that Smith had followed long-standing practice that had not previously been shown to be unsafe,[216] noting that British ships alone had carried 3.5 million passengers over the previous decade with the loss of just 10 lives,[217] and concluded that Smith had done "only that which other skilled men would have done in the same position". Lord Mersey did, however, find fault with the "extremely high speed (twenty-two knots) which was maintained" following numerous ice warnings,[218] noting that "what was a mistake in the case of the Titanic would without doubt be negligence in any similar case in the future".[216] The recommendations included strong suggestions for major changes in maritime regulations to implement new safety measures, such as ensuring that more lifeboats were provided, that lifeboat drills were properly carried out and that wireless equipment on passenger ships was manned around the clock.[219] An International Ice Patrol was set up to monitor the presence of icebergs in the North Atlantic, and maritime safety regulations were harmonised internationally through the International Convention for the Safety of Life at Sea; both measures are still in force today.[220] On 18 June 1912, Guglielmo Marconi gave evidence to the Court of Inquiry regarding the telegraphy. Its final report recommended that all liners carry the system and that sufficient operators maintain a constant service.[221] The way the Titanic sank brought to light serious design issues with the Olympic-class. As a result, the Olympic went through a major refit and design changes for the construction of the Britannic.[222] In August 1912, the liner Corsican struck an iceberg in the Atlantic, severely damaging the bow. However, because the weather was hazy at the time, speed had been reduced to 'dead slow', which limited further damage. While the lifeboats had been deployed, they were not boarded.[223] Role of SS Californian SS Californian, which had been in the ice and tried to inform Titanic of it One of the most controversial issues examined by the inquiries was the role played by SS Californian, which had been only a few miles from Titanic but had not picked up distress calls or responded to signal rockets. Californian had stopped for the night because of icy conditions and its wireless operator, Cyril Evans, informed Titanic by radio: "Hey old man, we're stopped for the night and surrounded by ice." He was told to stop transmitting by Titanic's senior wireless operator, Jack Phillips, who was busy clearing a backlog of messages with Cape Race, whose signals were faint.[224] Testimony before the British inquiry revealed that at 10:10 pm, Californian observed the lights of a ship to the south; it was later agreed between Captain Stanley Lord and Third Officer C.V. Groves (who had relieved Lord of duty at 11:10 pm) that this was a passenger liner.[224] At 11:50 pm, the officer watched that ship's lights flash out, as if shutting down or turning sharply, and noted that the port light was visible.[224] Morse light signals to the ship, upon Lord's order, were made between 11:30 pm and 1:00 am, but were not acknowledged.[225] If Titanic was as far from the Californian as Lord claimed Morse signals would not have been visible. A reasonable and prudent course of action would have been to awaken the wireless operator and to instruct him to attempt to contact Titanic by that method. Had Lord done so, it is possible he could have reached Titanic in time to save additional lives.[77] Captain Lord had gone to the chart room at 11:00 pm.[226] Second Officer Herbert Stone, now on duty, notified Lord at 1:10 am that the ship had fired five rockets. Lord wanted to know if they were company signals, that is, coloured flares used for identification. Stone said that he did not know and that the rockets were all white.[clarification needed] Captain Lord instructed the crew to continue to signal the other vessel with the Morse lamp, and went back to sleep. Three more rockets were observed at 1:50 am and Stone noted that the ship looked strange in the water, as if the ship were listing. At 2:15 am, Lord was notified that the ship could no longer be seen. Lord asked again if the lights had had any colours in them, and he was informed that they were all white.[227] Californian eventually responded. At around 5:30 am, Chief Officer George Stewart awakened wireless operator Cyril Furmstone Evans, informed him that rockets had been seen during the night, and asked that he try to communicate with any ship. He got news of Titanic's loss, Captain Lord was notified, and the ship set out to render assistance, arriving well after Carpathia had already picked up all the survivors.[228] The inquiries found that the ship seen by Californian was in fact Titanic and that it would have been possible for Californian to aid rescue; therefore, Captain Lord had acted improperly in failing to do so.[229][n] Survivors and victims Main article: Passengers of the Titanic The number of casualties of the sinking is unclear, because of a number of factors. These include confusion over the passenger list, which included some names of people who cancelled their trip at the last minute, and the fact that several passengers travelled under aliases for various reasons and were therefore double-counted on the casualty lists.[231] The death toll has been put at between 1,490 and 1,635 people.[232] The tables below use figures from the British Board of Trade report on the disaster.[108] While the use of the Marconi wireless system did not achieve the result of bringing a rescue ship to Titanic before it sank, the use of wireless did bring Carpathia in time to rescue some of the survivors who otherwise would have perished due to exposure.[50] The water temperature was well below normal in the area where Titanic sank. It also contributed to the rapid death of many passengers during the sinking. Water temperature readings taken around the time of the accident were reported to be −2 °C (28 °F). Typical water temperatures were normally around 7 °C (45 °F) during mid-April.[233] The coldness of the water was a critical factor, often causing death within minutes for many of those in the water. Fewer than a third of those aboard Titanic survived the disaster. Some survivors died shortly afterwards; injuries and the effects of exposure caused the deaths of several of those brought aboard Carpathia.[234] The figures show stark differences in the survival rates of the different classes aboard Titanic. Although only 3% of first-class women were lost, 54% of those in third-class died. Similarly, five of six first-class and all second-class children survived, but 52 of the 79 in third-class perished. The differences by gender were even bigger: nearly all female crew members, first- and second-class passengers were saved. Men from the First Class died at a higher rate than women from the Third Class.[235] In total, 50% of the children survived, 20% of the men and 75% of the women. Thomas Andrews, the chief naval architect of the shipyard, died in the disaster.[236] The last living survivor, Millvina Dean from England, who, at only nine weeks old, was the youngest passenger on board, died aged 97 on 31 May 2009.[237] Two special survivors were the stewardess Violet Jessop and the stoker Arthur John Priest,[238] who survived the sinkings of both Titanic and HMHS Britannic and were aboard RMS Olympic when the ship was rammed in 1911.[239][240][241] Former menitoned tennis player Richard N. Williams survived as a first class male passenger by swimming to a life boat. He almost had his legs amputated from frost bites but managed to keep them and continue his sports career. His father, who was beside him in the water, was on the other hand killed by a funnel. Sex/Age Class/crew Number aboard Number saved Number lost Percentage saved Percentage lost Children First Class 6 5 1 83% 17% Second Class 24 24 0 100% 0% Third Class 79 27 52 34% 66% Women First Class 144 140 4 97% 3% Second Class 93 80 13 86% 14% Third Class 165 76 89 46% 54% Crew 23 20 3 87% 13% Men First Class 175 57 118 33% 67% Second Class 168 14 154 8% 92% Third Class 462 75 387 16% 84% Crew 885 192 693 22% 78% Total 2,224 710 1,514 32% 68% Retrieval and burial of the dead Photograph Markers of Titanic victims, Fairview Cemetery, Halifax, Nova Scotia Once the massive loss of life became known, White Star Line chartered the cable ship CS Mackay-Bennett from Halifax, Nova Scotia, Canada, to retrieve bodies.[242] Three other Canadian ships followed in the search: the cable ship Minia,[243] lighthouse supply ship Montmagny and sealing vessel Algerine.[244] Each ship left with embalming supplies, undertakers, and clergy. Of the 333 victims who were eventually recovered, 328 were retrieved by the Canadian ships and five more by passing North Atlantic steamships.[245][o] The first ship to reach the site of the sinking, the CS Mackay-Bennett, found so many bodies that the embalming supplies aboard were quickly exhausted. Health regulations required that only embalmed bodies could be returned to port.[247] 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, many third-class passengers and crew were buried at sea. Larnder identified many of those buried at sea as crew members by their clothing, and stated that as a mariner, he himself would be content to be buried at sea.[248] Bodies of passengers of the Titanic were numbered as they were brought aboard. Physical characteristics, clothing, identifying marks, and personal effects were all documented. Personal effects were stored separately, labelled with the same body number, and valuables were locked up by the purser. Without enough material or space to handle bodies and their belongings, the crew had to triage.[249] Bodies recovered were preserved for transport to Halifax, the closest city to the sinking with direct rail and steamship connections. The Halifax Registrar of Vital Statistics, John Henry Barnstead, developed a detailed system to identify bodies and safeguard personal possessions. Relatives from across North America came to identify and claim bodies. A large temporary morgue was set up in the curling rink of the Mayflower Curling Club and undertakers were called in from all across eastern Canada to assist.[248] 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.[250] In mid-May 1912, RMS Oceanic recovered three bodies over 200 miles (320 km) from the site of the sinking who were among the original occupants of Collapsible A. When Fifth Officer Harold Lowe and six crewmen returned to the wreck site sometime after the sinking in a lifeboat to pick up survivors, they rescued a dozen men and one woman from Collapsible A, but left the dead bodies of three of its occupants.[p] After their retrieval from Collapsible A by Oceanic, the bodies were buried at sea.[251] The last Titanic body recovered was steward James McGrady, Body No. 330, found by the chartered Newfoundland sealing vessel Algerine on 22 May and buried at Fairview Lawn Cemetery in Halifax on 12 June.[252] 333 bodies of Titanic victims were recovered, which amounted to one in five of the over 1,500 victims. Some bodies sank with the ship while currents quickly dispersed bodies and wreckage across hundreds of miles, making them difficult to recover. By June, one of the last search ships reported that life jackets supporting bodies were coming apart and releasing bodies to sink.[253] Wreck Main article: Wreck of the Titanic The bow of Titanic, photographed in June 2004 Titanic was long thought to have sunk in one piece and, over the years, many schemes were put forward for raising the wreck. None came to fruition.[254] The fundamental problem was the sheer difficulty of finding and reaching a wreck that lies over 12,000 feet (3,700 m) below the surface, where the water pressure is over 5,300 pounds per square inch (37 megapascals), about 370 standard atmospheres. A number of expeditions were mounted to find Titanic but it was not until 1 September 1985 that a Franco-American expedition led by Jean-Louis Michel and Robert Ballard succeeded.[255][256] The team discovered that Titanic had in fact split apart, probably near or at the surface, before sinking to the seabed. The separated bow and stern sections lie about a third of a mile (0.6 km) apart in Titanic Canyon off the coast of Newfoundland. They are located 13.2 miles (21.2 km) from the inaccurate coordinates given by Titanic's radio operators on the night of the ship's sinking,[257] and approximately 715 miles (1,151 km) from Halifax and 1,250 miles (2,012 km) from New York. Both sections struck the seabed at considerable speed, causing the bow to crumple and the stern to collapse entirely. The bow is by far the more intact section and still contains some surprisingly intact interiors. In contrast, the stern is completely wrecked; its decks have pancaked down on top of each other and much of the hull plating was torn off and lies scattered across the sea floor. The much greater level of damage to the stern is probably due to structural damage incurred during the sinking. Thus weakened, the remainder of the stern was flattened by the impact with the sea bed.[258] The two sections are surrounded by a debris field measuring approximately 5 by 3 miles (8 km × 5 km).[259] It contains hundreds of thousands of items, such as pieces of the ship, furniture, dinnerware and personal items, which fell from the ship while sinking or ejected when the bow and stern impacted on the sea floor.[260] The debris field was also the last resting place of a number of Titanic's victims. Most of the bodies and clothes were consumed by sea creatures and bacteria, leaving pairs of shoes and boots—which have proved to be inedible—as the only sign that bodies once lay there.[261] Since its initial discovery, the wreck of Titanic has been revisited on numerous occasions by explorers, scientists, filmmakers, tourists and salvagers, who have recovered thousands of items from the debris field for conservation and public display. The ship's condition has deteriorated significantly over the years, particularly from accidental damage by submersibles but mostly because of an accelerating rate of growth of iron-eating bacteria on the hull.[262] In 2006, it was estimated that within 50 years the hull and structure of Titanic would eventually collapse entirely, leaving only the more durable interior fittings of the ship intermingled with a pile of rust on the sea floor.[263] The ship's bell, recovered from the wreck Many artefacts from Titanic have been recovered from the seabed by RMS Titanic Inc., which exhibits them in touring exhibitions around the world and in a permanent exhibition at the Luxor Las Vegas hotel and casino in Las Vegas, Nevada.[264] A number of other museums exhibit artefacts either donated by survivors or retrieved from the floating bodies of victims of the disaster.[265] On 16 April 2012, the day after the 100th anniversary of the sinking, photos were released showing possible human remains resting on the ocean floor. The photos, taken by Robert Ballard during an expedition led by NOAA in 2004, show a boot and a coat close to Titanic's stern which experts called "compelling evidence" that it is the spot where somebody came to rest, and that human remains could be buried in the sediment beneath them.[266] The wreck of the Titanic falls under the scope of the 2001 UNESCO Convention on the Protection of the Underwater Cultural Heritage. This means that all states party to the convention will prohibit the pillaging, commercial exploitation, sale and dispersion of the wreck and its artefacts. Because of the location of the wreck in international waters and the lack of any exclusive jurisdiction over the wreckage area, the convention provides a state co-operation system, by which states inform each other of any potential activity concerning ancient shipwreck sites, like the Titanic, and co-operate to prevent unscientific or unethical interventions.[267][268][269] Submersible dives in 2019 have found further deterioration of the wreck, including loss of the captain's bathtub.[270] Between 29 July and 4 August 2019, a two-person submersible vehicle that was conducting research and filming a documentary crashed into the wreck. EYOS Expeditions executed the dives. It reported that the strong currents pushed the submersible into the wreck, leaving a red rust stain on the submersible's side. The report did not mention if the Titanic sustained damage.[271] In May 2023, Magellan Ltd., a deep-water seabed-mapping company, announced that they had created a "digital twin" of the Titanic, showing the wreckage in a level of detail that had never been captured before. The company created the model from some 715,000 3D images, captured over the course of a six-week expedition in the summer of 2022, using two submersibles, named Romeo and Juliet. They mapped "every millimetre" of the wreckage as well as the entire three-nautical-mile (5.6 km) debris field. Creating the model took about eight months.[272][273] On 18 June 2023, the submersible Titan, operated by OceanGate Expeditions, went missing in the North Atlantic Ocean off the coast of Newfoundland. The submersible, designed to carry five people, was carrying an expedition of tourists to view the wreckage of the Titanic.[274][275] On 22 June 2023, the operating company announced that they believed the Titan crew were lost at sea after a catastrophic implosion of the submersible,[276] and, six days later, the U.S. Coast Guard announced its discovery of “presumed human remains” consistent with such an implosion found within recovered remnants of the Titan.[277] On 15 July 2024, RMS Titanic Inc. held their first expedition to the wreck in 14 years, with the objective of examining its status in high-resolution photography for future scientific studies, likewise with identifying and searching for on-site artefacts.[278] The expedition also gave tribute to Nargeolet's contributions within the debris field,[279] having made numerous efforts in the preceding years in expanding knowledge over the area; A memorial plaque was placed on the seafloor in his honour.[280] Numerous other uncharted areas within the vicinity were explored as well.[281] Moreover, the event received coverage from the BBC, who interviewed numerous figures involved, such as co-leader David Gallo, who said "We want to see the wreck with a clarity and precision that's never before been achieved". Imaging programme chief Evan Kovacs also expressed his optimism in producing distinctly defined resolution, stating that "If all of the weather gods, the computer gods, the ROV gods, the camera gods – if all those gods align, we should be able to capture Titanic and the wreck site in as close to digital perfection as you can get. You would be able to quite literally count grains of sand". Furthermore, a magnetometer was utilised to produce metal detection – whether visible or not – for the first time in the history of Titanic expeditions.[282] The expedition was facilitated through an ROV. Legacy Safety Main article: Changes in safety practices after the sinking of the Titanic An ice patrol aircraft inspecting an iceberg After the disaster, recommendations were made by both the British and American Boards of Inquiry stating that ships should carry enough lifeboats for all aboard, mandatory lifeboat drills would be implemented, lifeboat inspections would be conducted, etc. Many of these recommendations were incorporated into the International Convention for the Safety of Life at Sea passed in 1914.[283] The convention has been updated by periodic amendments, with a completely new version adopted in 1974.[284] Signatories to the Convention followed up with national legislation to implement the new standards. For example, in Britain, new "Rules for Life Saving Appliances" were passed by the Board of Trade on 8 May 1914 and then applied at a meeting of British steamship companies in Liverpool in June 1914.[285] Further, the United States government passed the Radio Act of 1912. This Act, along with the International Convention for the Safety of Life at Sea, stated that radio communications on passenger ships would be operated 24 hours a day, along with a secondary power supply, so as not to miss distress calls. Also, the Radio Act of 1912 required ships to maintain contact with vessels in their vicinity as well as coastal onshore radio stations.[286] In addition, it was agreed in the International Convention for the Safety of Life at Sea that the firing of red rockets from a ship must be interpreted as a sign of need for help. Once the Radio Act of 1912 was passed, it was agreed that rockets at sea would be interpreted as distress signals only, thus removing any possible misinterpretation from other ships.[286] In the same year, the Board of Trade chartered the barque Scotia to act as a weather ship in the Grand Banks of Newfoundland, keeping a look-out for icebergs. A Marconi wireless telegraph was installed to enable her to communicate with stations on the coast of Labrador and Newfoundland.[287][288] Finally, the disaster led to the formation and international funding of the International Ice Patrol, an agency of the U.S. Coast Guard that to the present day monitors and reports on the location of North Atlantic Ocean icebergs that could pose a threat to transatlantic sea traffic. Coast Guard aircraft conduct the primary reconnaissance. In addition, information is collected from ships operating in or passing through the ice area. Except for the years of the two World Wars, the International Ice Patrol has worked each season since 1913. During the period, there has not been a single reported loss of life or property due to collision with an iceberg in the patrol area.[289] Cultural legacy Main article: Cultural legacy of the Titanic Titanic Belfast, photographed in November 2017 The story of Titanic has been remembered in history as a tragedy and cautionary tale, particularly because the ship had been considered unsinkable.[q] Titanic has inspired fiction, been the subject of documentaries, and commemorated in monuments for the dead and museum exhibitions. Shortly after sinking, memorial postcards sold in huge numbers[290] together with memorabilia ranging from tin candy boxes to plates, whiskey jiggers,[291] and even mourning teddy bears.[292] The sinking inspired ballads such as "The Titanic".[293] Several survivors wrote books about their experiences,[294] but it was not until 1955 that the first historically accurate book – A Night to Remember – was published.[295] The first film about the disaster, Saved from the Titanic, was released only 29 days after the ship sank and had an actual survivor as its star—the silent film actress Dorothy Gibson. This film is considered lost.[296] The British film A Night to Remember (1958) is still widely regarded as the most historically accurate movie portrayal of the sinking.[297] The most financially successful by far has been James Cameron's Titanic (1997), which became the highest-grossing film in history up to that time,[298] as well as the winner of 11 Oscars at the 70th Academy Awards, including Best Picture and Best Director for Cameron.[299] The Titanic disaster was commemorated through a variety of memorials and monuments to the victims, erected in several English-speaking countries and in particular in cities that had suffered notable losses. These included Southampton and Liverpool in England; New York and Washington, D.C. in the United States; and Belfast and Cobh (formerly Queenstown) in Ireland.[300] A number of museums around the world have displays on Titanic; the most prominent is in Belfast, the ship's birthplace (see below). RMS Titanic Inc., which is authorised to salvage the wreck site, has a permanent Titanic exhibition at the Luxor Las Vegas hotel and casino in Nevada which features a 22-tonne slab of the ship's hull. It also runs an exhibition which travels around the world.[301] In Nova Scotia, Halifax's Maritime Museum of the Atlantic displays items that were recovered from the sea a few days after the disaster. They include pieces of woodwork such as panelling from the ship's First Class Lounge and an original deckchair,[302] as well as objects removed from the victims.[303] In 2012 the centenary was marked by plays, radio programmes, parades, exhibitions and special trips to the site of the sinking together with commemorative stamps and coins.[186][304][305][306][307] Royal Mail (whose mail was carried by RMS (Royal Mail Ship) Titanic) issued ten 1st class UK postage stamps, each with the "crown seal", to mark the centenary of the disaster.[308] In a frequently commented-on literary coincidence, Morgan Robertson authored a novel called Futility in 1898 about a fictional British passenger liner with the plot bearing a number of similarities to the Titanic disaster. In the novel, the ship is SS Titan, a four-stacked liner, the largest in the world and considered unsinkable; like the Titanic, sinks in April after hitting an iceberg and does not have enough lifeboats.[309] In Northern Ireland It took many decades before the significance of Titanic was promoted in Northern Ireland, where it was built by Harland and Wolff in Belfast. While the rest of the world embraced the glory and tragedy of Titanic, it remained a taboo subject throughout the 20th century in its birth city. The sinking brought tremendous grief and was a blow to Belfast's pride. Its shipyard was also a place many Catholics regarded as hostile.[310] In the latter half of the century, during a 30-year sectarian conflict, Titanic was a reminder of the lack of civil rights that in part contributed towards the Troubles. While the fate of Titanic remained a well-known story within local households throughout the 20th century, commercial investment in projects recalling RMS Titanic's legacy was modest because of these issues.[311] After the Troubles and Good Friday Agreement, the number of overseas tourists visiting Northern Ireland increased.[312] It was subsequently identified in the Northern Ireland Tourism Board's Strategic Framework for Action 2004–2007 that the significance of and interest in Titanic globally (partly due to the 1997 film Titanic) was not being fully exploited as a tourist attraction.[313] Thus, Titanic Belfast was spearheaded, along with some smaller projects, such as a Titanic memorial.[314] In 2012 on the ship's centenary, the Titanic Belfast visitor attraction was opened on the site of the shipyard where Titanic was built.[315] It was Northern Ireland's second most visited tourist attraction with almost 700,000 visitors in 2016.[316] Despite over 1,600 ships being built by Harland and Wolff in Belfast Harbour, Queen's Island became renamed after its most famous ship, Titanic Quarter in 1995. Once a sensitive story, Titanic is now considered one of Northern Ireland's most revered and uniting symbols.[317][failed verification] In late August 2018, several groups were vying for the right to purchase the 5,500 Titanic relics that were an asset of the bankrupt Premier Exhibitions.[318] Eventually, Titanic Belfast, Titanic Foundation Limited and the National Museums Northern Ireland joined with the National Maritime Museum as a consortium that was raising money to purchase the 5,500 artefacts. The group intended to keep all of the items together as a single exhibit. Oceanographer Robert Ballard said he favoured this bid since it would ensure that the memorabilia would be permanently displayed in Belfast (where Titanic was built) and in Greenwich.[318] The museums were critical of the bid process set by the Bankruptcy court in Jacksonville, Florida. The minimum bid for the 11 October 2018 auction was set at US$21.5 million (£16.5m) and the consortium did not have enough funding to meet that amount.[319][320] On 17 October 2018, The New York Times reported that a consortium of three hedge funds—Apollo Global Management, Alta Fundamental Advisers, and PacBridge Capital Partners—had paid US$19.5 million for the collection.[321] At the time of the purchase, the consortium agreed to continued oversight by the court concerning new exploration or salvage expedition must receive approval from NOAA and the court. Further, the purchase price gives Premier's unsecured creditors an 80% recovery. Diagrams and timeline Diagrams of RMS Titanic Timeline of RMS Titanic Replicas Main articles: Replica Titanic, Titanic II, and Romandisea Titanic The 1st-Class Lounge of Olympic, which was almost identical to that of the Titanic, seen today as a dining room in the White Swan Hotel, Alnwick There have been several proposals and studies for a project to build a replica ship based on the Titanic. A project by South African businessman Sarel Gaus was abandoned in 2006, and a project by Australian businessman Clive Palmer was announced in 2012, known as the Titanic II.[citation needed] A Chinese shipbuilding company known as Wuchang Shipbuilding Industry Group Co., Ltd commenced construction in November 2016 to build a replica ship of the Titanic for use in a resort. The vessel was to house many features of the original, such as a ballroom, dining hall, theatre, first-class cabins, economy cabins and swimming pool.[329][330] Tourists were to be able to reside inside the Titanic during their time at the resort. It was to be permanently docked at the resort and feature an audiovisual simulation of the sinking, which has caused some criticism.[331] As of 2022, however, it was reportedly only 25% complete,[332] and its website and Twitter account are offline. See also icon Transport portal icon Oceans portal flag United Kingdom portal Titanic conspiracy theories Titanic in popular culture Seamen's Act Lists of shipwrecks The Wreck of the Titan: Or, Futility Comparable disasters SS Atlantic, White Star Line ship lost in 1873 with the greatest loss of life for the company before Titanic RMS Empress of Ireland, Canadian Pacific liner which was lost in 1914 due to collision with another ship SS Eastland, a ship capsizing in 1915 after being fitted with extra lifeboats MS Estonia, cruiseferry which sank due to poor design and extreme weather, causing the ship to breakup and allow sea water into the ship Notes Carlisle would leave the project in 1910, before the ships were launched, when he became a shareholder in Welin Davit & Engineering Company Ltd, the firm making the ship's davits.[12] Wilding was sacked following the Titanic disaster, having been unfairly blamed by Pirrie for the ship's loss.[13] It was kept off-limits to passengers; the famous "flying" scene at the ship's bow from the 1997 film Titanic would not have been permitted in real life. Copy of the neoclassical oil painting by Merry-Joseph Blondel[64] Measurement of lifeboats: 1–2: 25'2" long by 7'2" wide by 3'2" deep; 326.6 cubic feet (9.25 m3); 3–16: 30' long by 9'1" wide by 4' deep; 655.2 cubic feet (18.55 m3) and A–D: 27'5" long by 8' wide by 3' deep; 376.6 cubic feet (10.66 m3) Since 1894, when the largest passenger ship under consideration was the Cunard Line's 13,000-tonne 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-tonne 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]".[76] He expressed deep disappointment about the decision before the voyage but was presumably greatly relieved afterwards.[112] Titanic also had a ship's cat, Jenny, who gave birth to a litter of kittens shortly before the ship's maiden voyage; all perished in the sinking.[116] Known afterward as the "Unsinkable Molly Brown" due to her efforts in helping other passengers while the ship sank. Captain Edward Smith had been in command of Titanic's sister Olympic when she in 1911 collided with a warship. Even though that ship was designed to sink others by ramming them, it suffered greater damage than Olympic, thereby strengthening the image of the class being unsinkable.[156][157] The official enquiry found that damage extended about 300 feet, but both Edward Wilding's testimony and modern ultrasound surveys of the wreck suggest the total area was perhaps a few narrow openings totalling perhaps no more than 12 to 13 square feet (1.1 to 1.2 m2).[160][84] An incident confirmed this philosophy while Titanic was under construction: the White Star liner Republic was involved in a collision and sank. Even though she did not have enough lifeboats for all passengers, they were all saved because the ship was able to stay afloat long enough for them to be ferried to ships coming to assist.[163] The Salvation Army newspaper, The War Cry, reported that "none but a heart of stone would be unmoved in the presence of such anguish. Night and day that crowd of pale, anxious faces had been waiting patiently for the news that did not come. Nearly every one in the crowd had lost a relative."[188] It was not until 17 April that the first incomplete lists of survivors came through, delayed by poor communications.[189] On 23 April, the Daily Mail reported: "Late in the afternoon hope died out. The waiting crowds thinned, and silent men and women sought their homes. In the humbler homes of Southampton there is scarcely a family who has not lost a relative or friend. Children returning from school appreciated something of tragedy, and woeful little faces were turned to the darkened, fatherless homes."[196] Lord protested his innocence to the end of his life, and many researchers have asserted that the known positions of Titanic and Californian make it impossible that the former was the infamous "mystery ship", a topic which has "generated ... millions of words and ... hours of heated debates" and continues to do so.[230] Most of the bodies were numbered; however, the five passengers buried at sea by Carpathia went unnumbered.[246] Thomson Beattie, a first class passenger, and two crew members, a fireman and a seaman. An example is Daniel Butler's book about RMS Titanic, titled Unsinkable. Ship's time; at the time of the collision, Titanic's clocks were set to 2 hours 2 minutes ahead of Eastern Time Zone and 2 hours 58 minutes behind Greenwich Mean Time.[327] References "Titanic History, Facts and Stories". Titanic Museum Belfast. Archived from the original on 6 January 2021. Retrieved 22 October 2018. "Titanic Centenary". Newcastle University Library. Archived from the original on 6 January 2021. Retrieved 22 October 2018. Beveridge & Hall 2004, p. 1. "R.M.S Titanic". National Oceanic and Atmospheric Administration. 31 May 1911. Retrieved 3 September 2024. Chirnside 2004, p. 319. Beveridge & Hall 2011, p. 27. Bartlett 2011, p. 26. Daniel Othfors (19 March 2018). "Oceanic 1899 – 1914". The Great Ocean Liners. Archived from the original on 2 December 2023. Retrieved 2 February 2024. Bartlett 2011, p. 25. Hutchings & de Kerbrech 2011, p. 12. Hutchings & de Kerbrech 2011, p. 14. "Testimony of Alexander Carlisle". British Wreck Commissioner's Inquiry. 30 July 1912. Archived from the original on 5 April 2019. Retrieved 8 November 2008. McCluskie 1998, p. 20. Eaton & Haas 1995, p. 55. Eaton & Haas 1995, p. 56. McCluskie 1998, p. 22. Lloyd's Register of British and Foreign Shipping. Vol. II.–Steamers. London: Lloyd's Register of Shipping. 1911. TIR–TIT – via Internet Archive. Hutchings & de Kerbrech 2011, p. 47. Gill 2010, p. 229. Hutchings & de Kerbrech 2011, p. 48. Gill 2010, p. 232. Gill 2010, p. 233. Gill 2010, p. 235. Gill 2010, p. 236. Eveleth, Rose (31 March 2014). "The Definitive Guide to the Dogs on the Titanic". Smithsonian. Archived from the original on 6 January 2021. Retrieved 17 October 2018. Gill 2010, p. 237. Beveridge 2008, p. 100. portrait is Olympic Archived 6 January 2021 at the Wayback Machine on MaritimeQuest.com webpage, Olympic picture page #3, which states the ship. Gill 2010, p. 120. Gill 2010, p. 121. Hutchings & de Kerbrech 2011, p. 79. Hutchings & de Kerbrech 2011, p. 80. Gill 2010, p. 126. Gill 2010, p. 148. Hutchings & de Kerbrech 2011, p. 86. Hutchings & de Kerbrech 2011, p. 85. Hutchings & de Kerbrech 2011, p. 96. Gill 2010, p. 127. Hutchings & de Kerbrech 2011, p. 74. Hutchings & de Kerbrech 2011, p. 106. Hutchings & de Kerbrech 2011, p. 107. "Why No Searchlights On Titanic?". 19 November 2012. Archived from the original on 6 January 2021. Retrieved 9 February 2019. Times, Marconi Transatlantic Wireless Telegraph To the New York (1 June 1912). "NAVAL BAN ON SEARCHLIGHTS; Non-Use by Merchant Ships Due to British Admiralty, It Is Charged". The New York Times. Archived from the original on 6 January 2021. Retrieved 9 February 2019. Hutchings & de Kerbrech 2011, p. 44. Gill 2010, p. 104. Hutchings & de Kerbrech 2011, p. 68. Hutchings & de Kerbrech 2011, p. 70. Gill 2010, p. 162. Beveridge, Bruce; Andrews, Scott; Hall, Steve; Klistorner, Daniel (2008). Braunschweiger, Art (ed.). Titanic: the ship magnificent. Vol. one: Design & construction (3rd ed.). Stroud, UK: History Press. ISBN 978-0752446066. Hsu, Jeremy (17 April 2012). "How Marconi's Wireless Tech Helped Save Titanic Passengers". msnbc.com. Archived from the original on 6 January 2021. Retrieved 24 November 2019. Gill 2010, p. 165. Hutchings & de Kerbrech 2011, p. 57. Gill 2010, p. 182. Beveridge 2008, pp. 416–423. "Gaspare Antonio Pietro Gatti : Titanic Victim". Encyclopedia Titanica. Archived from the original on 21 February 2010. Retrieved 24 November 2019. "1st Class Cafe Parisien". National Museums Northern Ireland. 2011. Archived from the original on 25 April 2011. Retrieved 28 May 2011. Brewster, Hugh & Coulter, Laurie. 882 1/2 Answers to Your Questions About The Titanic, Scholastic Press, 1998; 32. Beveridge 2008, p. 15. Gill 2010, p. 189. Hutchings & de Kerbrech 2011, p. 59. Lynch 1992, p. 53. Lynch 1992, p. 207. Merideth 2003, p. 236. New York Times, Thursday 16 January 1913, Titanic Survivors Asking $6,000,000, p.28. Gill 2010, p. 146. "The car that went down with the Titanic". Fox News. 10 October 2016. Archived from the original on 6 January 2021. Retrieved 24 November 2019. Eaton & Haas 1987, p. 131. "Titanic Cargo Manifest". 28 August 2003. Archived from the original on 8 December 2023. Retrieved 10 January 2024. The Titanic: The Memorabilia Collection, by Michael Swift, Igloo Publishing 2011, ISBN 978-0-85780-251-4 Hutchings & de Kerbrech 2011, p. 112. "RMS Olympic on sea trials with collapsible, port side, alongside #1 funnel". Archived from the original on 6 January 2021. Retrieved 24 November 2019. Ronan, Ann (1911). "Stock Photo – Photograph of the RMS Olympic, sister ship to the Titanic, arriving in New York after her maiden voyage. Dated 1911". Alamy. Archived from the original on 6 January 2021. Retrieved 19 February 2019. Lord 1997, p. 78. Chirnside 2004, p. 26. Butler 1998, p. 38. "Board of Trade's Administration". British Wreck Commissioner's Inquiry. 30 July 1912. Archived from the original on 10 December 2008. Retrieved 9 November 2008. Berg, Chris (13 April 2012). "The Real Reason for the Tragedy of the Titanic". The Wall Street Journal. Archived from the original on 14 June 2018. Retrieved 8 August 2017. "Titanic Conspiracies". Titanic Conspiracies | Stuff They Don't Want You to Know. 6 October 2017. Archived from the original on 27 June 2018. Retrieved 9 October 2017. Gill 2010, p. 78. Hutchings & de Kerbrech 2011, p. 42. Hutchings & de Kerbrech 2011, p. 43. Gill 2010, p. 87. Felkins, Leighly & Jankovic 1998. Broad 1997. Foecke 2008. McCarty & Foecke 2012, p. [page needed]. Broad 2008. Verhoeven 2007, p. 49. Smith, Jonathan (11 September 2012). "Titanic: The Hingley Anchors". Encyclopedia Titanica. Archived from the original on 25 June 2018. Retrieved 28 February 2015. Gill 2010, p. 105. Gill 2010, p. 109. Bartlett 2011, p. 33. Hutchings & de Kerbrech 2011, p. 15. The Caucasian Archived 6 January 2021 at the Wayback Machine, (newspaper of Shreveport, Louisiana) 6 June 1911...Retrieved 4 October 2018 Hutchings & de Kerbrech 2011, p. 18. Marriott, Leo (1997). Titanic. PRC Publishing Ltd. ISBN 978-1-85648-433-6. Spignesi 1998, p. 22. Eaton & Haas 1995, p. 44. Eaton & Haas 1995, pp. 44, 46. Chirnside 2004, pp. 39–40. Eaton & Haas 1995, p. 45. Eaton & Haas 1995, p. 46. McCluskie 1998, p. 21. Eaton and Haas; The Misadventures of the White Star Line, c. 1990 De Kerbrech, Richard, Ships of the White Star Line, pp. 50, 53, 112 Southampton–Cherbourg–New York Service, White Star Line leaflet of circa January 1912. "Southampton in 1912". Southampton City Council. Archived from the original on 22 January 2012. Retrieved 1 April 2012. Mersey 1912, pp. 110–111. Barratt 2009, p. 84. Barratt 2009, p. 83. Bartlett 2011, pp. 43–44. Gill 2010, p. 241. Barratt 2009, p. 92. Butler 1998, p. 238. Gill 2010, p. 242. Gill 2010, p. 246. Barratt 2009, p. 50. Barratt 2009, p. 93. Howells 1999, p. 18. "Titanic Passenger List First Class Passengers". Encyclopedia Titanica. Archived from the original on 11 April 2021. Retrieved 24 November 2008. Chernow 2010, Chapter 8. Brewster & Coulter 1998, p. 18. Eaton & Haas 1995, p. 73. "Titanic—Passenger and Crew statistics". Historyonthenet.com. Archived from the original on 6 April 2012. Retrieved 8 April 2012. Barratt 2009, p. 61. Gill 2010, p. 252. Eaton & Haas 1995, p. 76. Brewster & Coulter 1998, p. 22. "Titanic in Peril on Leaving Port; Suction of Giant Liner Breaks Hawsers of the New York, Which Floats Helpless". The New York Times. 11 April 1912. p. 1. Archived from the original on 22 March 2022. Retrieved 22 March 2022. A Cold Night in the Atlantic pp. 81–82 by Kevin Wright Carney, 2008 ISBN 978-1-9350-2802-4 (hard cover) Bartlett 2011, p. 71. Halpern 2011, p. 79. Eaton & Haas 1995, p. 92. Eaton & Haas 1995, p. 93. Klistorner, Daniel; Hall, Steve; Beveridge, Bruce; Andrews, Scott; Braunschweiger, Art (2013). Titanic in Photographs. History Press Limited. p. 6. ISBN 978-0-7524-9953-6. Archived from the original on 29 April 2023. Retrieved 25 July 2023. Eaton & Haas 1995, p. 100. Joseph J. Portanova. "Memory and Monuments: Some Sites Connected with the Titanic in Manhattan" (PDF). New York University. Archived (PDF) from the original on 4 March 2016. Retrieved 24 August 2015. Lang, John (2012). Titanic: A Fresh Look at the Evidence by a Former Chief Inspector of Marine Accidents. Rowman & Littlefield. p. 124. ISBN 978-1442218925. Halpern 2011, p. 71. Halpern 2011, p. 75. Halpern 2011, p. 73. Halpern 2011, pp. 74–75. Halpern 2011, p. 80. Fire Down Below Archived 9 December 2019 at the Wayback Machine – by Samuel Halpern. Retrieved 7 January 2017. Beveridge & Hall 2011, p. 122. Titanic Research & Modeling Association: Coal Bunker Fire Archived 12 May 2012 at the Wayback Machine Beveridge & Hall 2011, pp. 122–126. Titanic: Fire & Ice (Or What You Will) Various Authors. Retrieved 23 January 2017. Cain, Kathryn (January 2017). "Titanic tragedy caused by fire, not iceberg, claims journalist". News.com.au. The Sun. Archived from the original on 16 February 2018. Retrieved 15 February 2018. "Newly discovered Titanic photos offer clues to why it sank so quickly". Archived from the original on 10 April 2023. Retrieved 29 March 2022. Ryan 1985, p. 9. "Winifreda". The Yard. Archived from the original on 22 February 2017. Retrieved 21 February 2017. Mowbray 1912, p. 278. Bartlett 2011, p. 24. Barczewski 2006, p. 13. "Titanic and co, RMS Olympic The Old Reliable". Titanicandco.com. Archived from the original on 14 May 2013. Retrieved 28 May 2013. Donahue, James (20 September 1911). "The Titanic's Sister Ship Olympic". Perdurabo10.tripod.com. Archived from the original on 4 July 2013. Retrieved 28 May 2013. Lord 2005, p. 2. Barczewski 2006, p. 191. Report 1912, p. question 20422, Day 19. Ballard 1987, p. 22. Hutchings & de Kerbrech 2011, p. 116. Chirnside 2004, p. 29. Hutchings & de Kerbrech 2011, p. 109. Barczewski 2006, p. 21. Barczewski 2006, p. 284. "Disproportionate Devastation | Titanic". Archived from the original on 20 September 2022. Retrieved 19 September 2022. Halpern & Weeks 2011, p. 118. Barczewski 2006, p. 29. Barratt 2009, p. 131. Lord 2005, p. 103. Brewster & Coulter 1998, pp. 45–47. Brewster & Coulter 1998, pp. 64–65. Bartlett 2011, p. 238. "Titanic (ship) | Britannica". www.britannica.com. Archived from the original on 24 February 2023. Retrieved 24 February 2023. "New Liner Titanic Hits an Iceberg; Sinking By the Bow at Midnight; Women Put Off in LIfeboats; Last Wireless at 12:27 am. Blurred". The New York Times. 15 April 2019. p. 1. Archived from the original on 16 May 2019. Franklin, A. S. (16 April 1912). "The Vessel Unsinkable". The Manchester Guardian. p. 9. Archived from the original on 4 January 2024. Retrieved 3 January 2024 – via Newspapers.com. "International Mercantile Marine Lines (advertisement) / The Largest Steamers in the World". The New York Times. 15 April 2019. p. 11. Archived from the original on 16 May 2019. Bartlett 2011, p. 266. Bartlett 2011, p. 256. "From the archive: The Titanic is sunk, with great loss of life". The Guardian. 16 April 1912. Archived from the original on 23 May 2024. Retrieved 13 October 2023. Butler 2002, p. 169. Hustak, Alan (2012). "A Walking Tour of Montreal – Sites Related to the Titanic Disaster". Vehiculepress.com. Archived from the original on 4 August 2012. Retrieved 13 August 2012. Kerins, Dan (2012). "White Star Offices, Canute Chambers, Canute Road, Southampton". Titanic trail. Southern Daily Echo. Archived from the original on 8 March 2014. Retrieved 21 March 2012. In His Court. Mike Yorkey (2002) p. 127 "Titanic anniversary: the day Southampton went silent". The Telegraph. 5 April 2012. Archived from the original on 27 June 2015. Retrieved 3 April 2018. Butler 2002, p. 172. Bartlett 2011, p. 261. Bartlett 2011, p. 262. Butler 2002, pp. 170, 172. Landau 2001, pp. 22–23. Eaton & Haas 1995, p. 183. Eaton & Haas 1995, p. 184. Eaton & Haas 1995, p. 182. Eaton & Haas 1995, p. 204. Butler 1998, p. 173. Lloyd's. "Titanic Information Sheet" (PDF). Archived (PDF) from the original on 24 February 2014. Retrieved 16 February 2014. Cimino, Eric (Spring 2019). "Walking Titanic's Charity Trail in New York City: Part One". Voyage: Journal of the Titanic International Society. 107: 109–110. Archived from the original on 6 January 2021. Retrieved 3 May 2019. from Bing.com – Dave Manuel's Inflation Calculator Archived 15 May 2015 at the Wayback Machine Retrieved 21 May 2015 The New York Times; Tuesday 30 April 1912 Archived 7 July 2021 at the Wayback Machine "GEORGE VANDERBILT'S ESCAPE.; Mrs. Dresser Persuaded Him Not to Sail on Titanic—Footman Lost". (in PDF format) Butler 1998, p. 174. "Titanic Owners Offer to Settle for $664,000". Fort Wayne Gazette. 18 December 1915. Archived from the original on 6 January 2021. Retrieved 14 August 2018. "Titanic Claimants to Accept $664,000; Tentative Settlement Reached by Lawyers Representing Both Sides. Some May Hold Out Prefer to Await Judge Mayer's Decision;- Suits Aggregate $16,804,112" (PDF). The New York Times. 18 December 1915. Archived (PDF) from the original on 6 January 2021. Retrieved 14 August 2018. Rebecca Onion (16 April 2013). "After the Titanic, the Lawsuits". Slate.com. Archived from the original on 6 January 2021. Retrieved 14 August 2018. "Ismay's Lifeboat Orders, Made No Distinction Between Men and Women, Says, Behr (and) In the Boat With Ismay, W.E. Carter Says They Got in When No Women Were There". The New York Times. 20 April 1912. p. 2. Archived from the original on 25 April 2022. Retrieved 16 May 2022. Barczewski 2006, pp. 70–1. Brewster & Coulter 1998, p. 72. "Titanic—The Senatorial Investigation". United States Senate Inquiry. Archived from the original on 24 February 2021. Retrieved 19 June 2010. Butler 1998, pp. 180–186. Barczewski 2006, pp. 70–71, 182. Butler 1998, pp. 192–194. Butler 1998, p. 194. Butler 1998, p. 195. Butler 1998, p. 189. Barczewski 2006, p. 67. Lynch 1992, p. 189. Eaton & Haas 1995, p. 265. "Lord Mersey's Report on the Loss of the "Titanic"". Nature. 89 (2232): 581–584. 25 April 1912. Bibcode:1912Natur..89..581.. doi:10.1038/089581d0. ISSN 0028-0836. Eaton & Haas 1995, p. 223. Eaton & Haas 1995, p. 310. Court of Inquiry Loss of the S.S. Titanic 1912 Archibald, Rick & Ballard, Robert. "The Lost Ships of Robert Ballard," Thunder Bay Press: 2005; 100. Liner Strikes An Iceberg, Western Mail, 22 August 1912, p5 Butler 2002, p. 160. Butler 2002, p. 161. Butler 2002, p. 159. Chirnside 2004, p. 344. Butler 2002, pp. 164–165. Butler 2002, pp. 191, 196. Paul Rogers (24 July 2009). "The Titanic and the Indifferent Stranger". Encyclopedia-titanica.org. Archived from the original on 5 June 2013. Retrieved 28 May 2013. Butler 1998, p. 239. Lord 1976, p. 197. Lipman, Don (11 April 2012). "The weather during the Titanic disaster: looking back 100 years". The Washington Post. Archived from the original on 6 January 2021. Retrieved 24 November 2019. Eaton & Haas 1994, p. 179. Howells 1999, p. 94. Official investigation report – the sinking of RMS Titanic (PDF) (1 ed.). London: The final board of inquiry. Archived from the original (PDF) on 31 October 2017. Retrieved 27 July 2017. Last Titanic survivor, a baby put in a lifeboat, dies at 97 Archived 18 September 2011 at the Wayback Machine The Guardian. Retrieved 31 March 2012 "Titanic's unsinkable stoker" Archived 8 October 2018 at the Wayback Machine BBC News 30 March 2012 "Titanic and other White Star ships Titanic Crew Member Profile: Violet Constance Jessop, Ship Stewardess". Titanic-whitestarships.com. 19 July 1958. Archived from the original on 6 February 2012. Retrieved 28 May 2013. Beveridge & Hall 2004, p. 76. Piouffre 2009, p. 89. Eaton & Haas 1995, p. 228. Eaton & Haas 1995, p. 232. Eaton & Haas 1995, p. 234. Eaton & Haas 1995, p. 225. "RMS Titanic: List of Bodies and Disposition of Same". Nova Scotia Archives and Records Management. Archived from the original on 12 October 2013. Retrieved 3 March 2008. "Maritime Museum of the Atlantic Titanic Research Page—Victims". Museum.gov.ns.ca. 8 November 2010. Archived from the original on 7 December 2009. Retrieved 29 January 2011. Mowbray, Jay Henry (1912a). "Chapter xxi. The funeral ship and its dead". The sinking of the Titanic. Archived from the original on 11 October 2007. Retrieved 24 November 2008. Wills, Matthew (21 June 2022). "Bodies of the Titanic: Found and Lost Again". JSTOR Daily. Archived from the original on 25 September 2023. Retrieved 26 September 2023. Eaton & Haas 1995, pp. 244–245. Bartlett 2011, pp. 242–243. Alan Ruffman, Titanic Remembered: The Unsinkable Ship and Halifax Formac Publishing (1999), p. 38. "Why So Few?". Museum.gov.ns.ca. Archived from the original on 25 January 2013. Retrieved 28 May 2013. Ward 2012, p. 166. Ward 2012, pp. 171–172. "Paper says Titanic discovered". The San Bernardino County Sun. 1 September 1985. p. 3. Archived from the original on 27 June 2018. Retrieved 26 July 2016 – via Newspapers.com. Open access icon Halpern & Weeks 2011, pp. 126–127. Ballard 1987, p. 205. Canfield 2012. Ballard 1987, p. 203. Ballard 1987, p. 207. Ward 2012, p. 171. Crosbie & Mortimer 2006, p. last page (no page number specified). Spignesi 2012, p. 259. Ward 2012, pp. 248, 251. "Human remains pictured at Titanic shipwreck site". Herald Sun. 16 April 2012. Archived from the original on 17 January 2013. "Titanic | United Nations Educational, Scientific and Cultural Organization". Unesco.org. Archived from the original on 7 October 2013. Retrieved 2 October 2013. "Titanic's remains to come under Unesco's protection". 6 April 2012. Archived from the original on 8 August 2018. Retrieved 18 June 2012. Booth, Robert (6 April 2012). "Titanic wreck to be protected by UN maritime convention". The Guardian. p. 6. Morelle, Rebecca (21 August 2019). "Titanic sub dive reveals parts are being lost to sea". BBC News. Archived from the original on 6 January 2021. Retrieved 21 August 2019. Brockell, Gillian (29 January 2020). "Titanic's wreckage was hit by a submarine six months ago. The accident went unreported, court documents allege". The Washington Post. Archived from the original on 6 January 2021. Retrieved 29 January 2020. Rubin, April (17 May 2023). "'Digital Twin' of the Titanic Shows the Shipwreck in Stunning Detail". The New York Times. Archived from the original on 18 May 2023. Retrieved 18 May 2023. Kyle, Gregor (18 May 2023). "Digital twin of sunken Titanic could 'rewrite tale of tragedy'". The Herald. Glasgow. p. 10. "Submersible bound for Titanic goes missing". CBC Newfoundland and Labrador. 19 June 2023. Archived from the original on 19 June 2023. Retrieved 19 June 2023. "Titanic tourist submersible goes missing with search under way". BBC News. 19 June 2023. Archived from the original on 19 June 2023. Retrieved 19 June 2023. Cooke, Ryan; Roberts, Darrell (22 June 2023). "Searchers find submersible wreckage near Titanic, all 5 men aboard lost at sea". CBC Newfoundland and Labrador. Archived from the original on 22 June 2023. Retrieved 22 June 2023. Murphy, Paul (28 June 2023). "'Presumed human remains' found in wreckage of doomed Titan submersible, US Coast Guard says". CNN. Archived from the original on 1 July 2023. Retrieved 1 July 2023. "TITANIC Expedition 2024". www.discovertitanic.com. Retrieved 12 August 2024. "In memory of P. H. Nargeolet". www.discovertitanic.com. Retrieved 12 August 2024. "Titan submersible victim honoured with plaque at Titanic wreck site". The Independent. 6 August 2024. Retrieved 12 August 2024. "First expedition to Titanic wreck underway since OceanGate disaster". www.oceanographicmagazine.com. 15 July 2024. Retrieved 12 August 2024. "Titanic mission to map wreck in greatest-ever detail". www.bbc.com. Retrieved 12 August 2024. "Captainsvoyage-forum, lifeboat requirements". Captainsvoyage-forum.com. Archived from the original on 7 July 2021. Retrieved 28 May 2013. International Convention for the Safety of Life at Sea (SOLAS) Archived 7 June 2015 at the Wayback Machine. International Maritime Organization, 1974. Conlin, Dan (15 April 2013). "A Titanic Report that Changed History". Marinecurator.blogspot.ca. Archived from the original on 15 April 2014. Retrieved 28 May 2013. Minichiello, P.E., Ray. "Titanic Tragedy Spawns Wireless Advancements". The Guglielmo Marconi Foundation, U.S.A., Inc. Archived from the original on 3 December 1998. Retrieved 30 September 2016. "The ice danger in the North Atlantic". The Times. No. 40136. London. 15 February 1913. col C, p. 4. "45p SY Scotia". Mike Skidmore. Archived from the original on 22 September 2003. Retrieved 17 July 2015. "Navigation Center, Ice Patrol". Navcen.uscg.gov. Archived from the original on 22 July 2013. Retrieved 28 May 2013. Eaton & Haas 1995, p. 327. Eaton & Haas 1995, pp. 329–330. Maniera 2003, p. 50. Place, J., "Supplemental notes on the selections," selection 22, in H. Smith (ed), liner notes, Anthology of American Folk Music Archived 18 May 2012 at the Wayback Machine, page 50 (1952). Rasor 2001, p. 77. Lord 2005, p. xii. Spignesi 2012, p. 267. Heyer 2012, p. 104. Parisi 1998, p. 223. "Winners 1998". Archived from the original on 17 December 2014. Retrieved 15 December 2014. Spignesi 2012, pp. 262–263. Ward 2012, p. 252. Ward 2012, p. 251. Spignesi 2012, p. 261. ITV: Titanic Archived 11 October 2012 at the Wayback Machine. Retrieved 13 January 2012 Iceberg Right Ahead!—review Archived 17 December 2014 at the Wayback Machine The Guardian. Retrieved 1 April 2012 "Cruise to mark Titanic centenary". BBC News. 15 April 2009. Archived from the original on 14 March 2021. Retrieved 15 April 2009. "Gibraltar Titanic stamps". Gibraltar-stamps.com. Archived from the original on 1 May 2013. Retrieved 28 May 2013. "Exhibitions, superstitions a 3D film and now stamps mark Titanic anniversary". The Independent. Archived from the original on 21 September 2022. Retrieved 21 September 2022. "Titanic – Futility". Archived from the original on 22 December 2012. Retrieved 15 October 2014. "New Titanic Belfast complex opens". BBC. 31 March 2012. Archived from the original on 6 January 2021. Retrieved 3 February 2018. Dalby, Douglas (16 April 2012). "Raising the Memory of the Titanic, and a City's Role in Its Creation". The New York Times. Archived from the original on 4 February 2018. Retrieved 3 February 2018. O'Rourke, Richard (17 October 2011). "Reducing Ireland's Oil Dependence: additional thoughts". aspoireland. Archived from the original on 4 February 2018. Retrieved 3 February 2018. "a strategic framework for action 2004–2007" (PDF). nitb. Northern Ireland Tourist Board. Archived (PDF) from the original on 4 January 2018. Retrieved 3 February 2018. "Birth of Titanic Belfast". nitb. Northern Ireland Tourist Board. Archived from the original on 4 February 2018. Retrieved 3 February 2018. BBC News & 31 March 2012. "In Full: NI's top tourist attractions for 2016". News Letter. 25 May 2017. Archived from the original on 26 January 2018. Retrieved 3 February 2018. "Building a Prosperous and United Community: A Progress Report" (PDF). British Government. Archived (PDF) from the original on 1 August 2017. Retrieved 3 February 2018. Dawn McCarty; Jef Feeley; Chris Dixon (24 July 2018). "James Cameron: Getting Titanic Artifacts to U.K. Would Be 'a Dream'". National Geographic. Archived from the original on 2 September 2018. Retrieved 2 September 2018. Meredith, Robbie (5 October 2018). "Titanic treasure not to return to Belfast". BBC News. Archived from the original on 6 January 2021. Retrieved 6 October 2018. "The Basch Report: Titanic artifacts finally to be sold at auction | Jax Daily Record". Financial News & Daily Record – Jacksonville, Florida. 20 September 2018. Archived from the original on 6 January 2021. Retrieved 6 October 2018. Tsang, Amie (17 August 2018). "The Titanic's Artifacts Are About to Change Hands. Here's What's for Sale". The New York Times. Archived from the original on 6 January 2021. Retrieved 22 October 2019. Beveridge, Bruce; Andrews, Scott; Hall, Steve; Klistorner, Daniel (2009). "Chapter 1: Inception & Construction Plans". In Braunschweiger, Art (ed.). Titanic: The Ship Magnificent. Vol. I. Gloucestershire, United Kingdom: History Press. ISBN 9780752446066. Archived from the original on 24 April 2012. Retrieved 25 May 2011. "Launch of Titanic". National Museums Northern Ireland. 2011. Archived from the original on 26 April 2011. Retrieved 30 May 2011. Lord 2005, p. 148. Lord 2005, p. 149. Lord 2005, p. 150. Halpern 2011, p. 78. "British Wreck Commissioner's Inquiry". British Wreck Commissioner's Inquiry Report. Titanic Inquiry Project. Archived from the original on 21 October 2012. Retrieved 19 June 2010. "China to build full-size Titanic replica". Sky News Australia. Archived from the original on 5 December 2016. Retrieved 25 March 2017. Xuequan, Mu. "Chinese manufacturer builds Titanic replica". news.xinhuanet.com. Archived from the original on 1 December 2016. Retrieved 25 March 2017. "Full size Titanic replica will stage 'simulation' of iceberg collision in China". The Independent. 30 November 2016. Archived from the original on 6 January 2021. Retrieved 25 March 2017. "The Titanic copy-cats that have been as ill-fated as the original ship". 16 May 2022. Archived from the original on 17 June 2023. Retrieved 17 June 2023. Bibliography Books Ballard, Robert D. (1987). The Discovery of the Titanic. New York: Warner Books. ISBN 978-0-446-51385-2. Barczewski, Stephanie (2006). Titanic: A Night Remembered. London: Hambledon Continuum. ISBN 978-1-85285-500-0. Barratt, Nick (2009). Lost Voices From the Titanic: The Definitive Oral History. London: Random House. ISBN 978-1-84809-151-1. Bartlett, W. B. (2011). Titanic: 9 Hours to Hell, the Survivors' Story. Stroud, Gloucestershire: Amberley Publishing. ISBN 978-1-4456-0482-4. Beveridge, Bruce; Hall, Steve (2004). Olympic & Titanic: The Truth Behind the Conspiracy. Haverford, Pennsylvania: Infinity Publishing. ISBN 978-0-7414-1949-1. Archived from the original on 23 May 2024. Retrieved 15 October 2020. Beveridge, Bruce (2008). Titanic—The Ship Magnificent Volume One: Design & Construction. Stroud: The History Press. ISBN 978-0-7524-4606-6. Beveridge, Bruce; Hall, Steve (2011). "Description of the ship". In Halpern, Samuel (ed.). Report into the Loss of the SS Titanic: A Centennial Reappraisal. Stroud, UK: The History Press. ISBN 978-0-7524-6210-3. Brewster, Hugh; Coulter, Laurie (1998). 882½ Amazing Answers to your Questions about the Titanic. Madison Press Book. ISBN 978-0-590-18730-5. Butler, Daniel Allen (1998). Unsinkable: the full story of the RMS Titanic. Mechanicsburg, PA: Stackpole Books. ISBN 978-0-8117-1814-1. Butler, Daniel Allen (2002) [1998]. Unsinkable: the full story of the RMS Titanic. USA: Da Capo Press. ISBN 978-0-306-81110-4. Chernow, Ron (2010). The House of Morgan: An American Banking Dynasty and the Rise of Modern Finance. New York: Grove Press. ISBN 978-0-8021-4465-2. Archived from the original on 23 May 2024. Retrieved 15 October 2020. Chirnside, Mark (2004). The Olympic-class Ships: Olympic, Titanic, Britannic. Stroud, England: Tempus. ISBN 978-0-7524-2868-0. Archived from the original on 23 May 2024. Retrieved 15 October 2020. Crosbie, Duncan; Mortimer, Sheila (2006). Titanic: The Ship of Dreams. New York, NY: Orchard Books. ISBN 978-0-439-89995-6. Eaton, John P.; Haas, Charles A. (1987). Titanic: Destination Disaster: The Legends and the Reality. Wellingborough, UK: Patrick Stephens. ISBN 978-0-00-732164-3. Eaton, John P.; Haas, Charles A. (1994). Titanic: Triumph and Tragedy. Wellingborough, UK: Patrick Stephens. ISBN 978-1-85260-493-6. Eaton, John P.; Haas, Charles A. (1995). Titanic: Triumph and Tragedy. New York: W.W. Norton & Company. ISBN 978-0-393-03697-8. Gill, Anton (2010). Titanic : the real story of the construction of the world's most famous ship. Channel 4 Books. ISBN 978-1-905026-71-5. Halpern, Samuel (2011). "Account of the Ship's Journey Across the Atlantic". In Halpern, Samuel (ed.). Report into the Loss of the SS Titanic: A Centennial Reappraisal. Stroud, UK: The History Press. ISBN 978-0-7524-6210-3. Halpern, Samuel; Weeks, Charles (2011). "Description of the Damage to the Ship". In Halpern, Samuel (ed.). Report into the Loss of the SS Titanic: A Centennial Reappraisal. Stroud, UK: The History Press. ISBN 978-0-7524-6210-3. Heyer, Paul (2012). Titanic Century: Media, Myth, and the Making of a Cultural Icon. Santa Barbara, CA: ABC-CLIO. ISBN 978-0-313-39815-5. Howells, Richard (1999). The Myth of the Titanic. United Kingdom: MacMillan Press. ISBN 978-0-333-72597-9. Hutchings, David F.; de Kerbrech, Richard P. (2011). RMS Titanic 1909–12 (Olympic Class): Owners' Workshop Manual. Sparkford, Yeovil: Haynes. ISBN 978-1-84425-662-4. Landau, Elaine (2001). Heroine of the Titanic: The Real Unsinkable Molly Brown. Houghton Mifflin Harcourt. pp. 22–23. ISBN 978-0-395-93912-3. Archived from the original on 23 May 2024. Retrieved 15 October 2020. Lord, Walter (1976). A Night to Remember. London: Penguin Books. ISBN 978-0-14-004757-8. Lord, Walter (1997) [1955]. A Night to Remember (3rd ed.). New York: Henry Holt and Company. ISBN 978-0-553-27827-9. Lord, Walter (2005) [1955]. A Night to Remember. New York: St. Martin's Griffin. ISBN 978-0-8050-7764-3. Lynch, Don (1992). Titanic: An Illustrated History. New York: Hyperion. ISBN 978-1-56282-918-6. Maniera, Leyla (2003). Christie's Century of Teddy Bears. London: Pavilion. ISBN 978-1-86205-595-7. McCarty, Jennifer Hooper; Foecke, Tim (2012) [2008]. What Really Sank The Titanic – New Forensic Evidence. New York: Citadel. ISBN 978-0-8065-2895-3. McCluskie, Tom (1998). Anatomy of the Titanic. London: PRC Publishing. ISBN 978-1-85648-482-4. Merideth, Lee W. (2003). 1912 Facts About Titanic. Sunnyvale, CA: Rocklin Press. ISBN 978-0-9626237-9-0. Mowbray, Jay Henry (1912). Sinking of the Titanic. Harrisburg, PA: The Minter Company. OCLC 9176732. Parisi, Paula (1998). Titanic and the Making of James Cameron. New York: Newmarket Press. ISBN 978-1-55704-364-1. Piouffre, Gérard (2009). Le Titanic ne répond plus (in French). Larousse. ISBN 978-2-263-02799-4. Rasor, Eugene L. (2001). The Titanic: historiography and annotated bibliography. Westport, CT: Greenwood Publishing Group. ISBN 978-0-313-31215-1. Spignesi, Stephen J. (1998). The Complete Titanic: From the Ship's Earliest Blueprints to the Epic Film. Secaucus, New Jersey: Birch Lane Press. ISBN 978-1-55972-483-8. Spignesi, Stephen J. (2012). The Titanic For Dummies. Hoboken, NJ: John Wiley & Sons. ISBN 978-1-118-20651-5. Verhoeven, John D. (2007). Steel Metallurgy for the Non-Metallurgist. Materials Park, OH: ASM International. ISBN 978-0-87170-858-8. Ward, Greg (2012). The Rough Guide to the Titanic. London: Rough Guides Ltd. ISBN 978-1-4053-8699-9. Journals and news articles Broad, William J. (8 April 1997). "Toppling Theories, Scientists Find 6 Slits, Not Big Gash, Sank Titanic". The New York Times. Archived from the original on 31 August 2020. Retrieved 5 November 2011. Broad, William J. (15 April 2008). "In Weak Rivets, a Possible Key to Titanic's Doom". The New York Times. Archived from the original on 31 August 2020. Retrieved 13 March 2012. Canfield, Clarke (8 March 2012). "Full Titanic site mapped for 1st time". The Associated Press. Archived from the original on 2 January 2013. Retrieved 9 March 2012. Felkins, Katherine; Leighly, HP; Jankovic, A (1998), "The Royal Mail Ship Titanic: Did a Metallurgical Failure Cause a Night to Remember?", JOM, 50 (1): 12–18, Bibcode:1998JOM....50a..12F, doi:10.1007/s11837-998-0062-7, S2CID 109593098, archived from the original on 30 June 2018, retrieved 10 January 2015 Foecke, Tim (26 September 2008). "What really sank the Titanic?". Materials Today. 11 (10). Elsevier: 48. doi:10.1016/s1369-7021(08)70224-4. ISSN 1369-7021. Archived from the original on 31 August 2020. Retrieved 4 March 2012. Ryan, Paul R. (Winter 1985–1986). "The Titanic Tale". Oceanus. 4 (28). "New Titanic Belfast complex opens". BBC News. 31 March 2012. Archived from the original on 6 January 2021. Retrieved 9 April 2012. "Is this the last chance to see the Titanic?". BBC News. 2 October 2018. Archived from the original on 6 January 2021. Retrieved 9 January 2020. Investigations "Report on the Loss of the "Titanic." (s.s.)". British Wreck Commissioner's Inquiry, Final Report (Watertight Compartments). 30 July 1912. Archived from the original on 3 January 2014. Retrieved 14 April 2012. Mersey, Lord (1999) [1912]. The Loss of the Titanic, 1912. The Stationery Office. ISBN 978-0-11-702403-8. External links Listen to this article (39 minutes) Duration: 38 minutes and 48 seconds.38:48Spoken Wikipedia icon This audio file was created from a revision of this article dated 10 December 2005, and does not reflect subsequent edits. (Audio help · More spoken articles) Wikiquote has quotations related to Titanic. Wikimedia Commons has media related to Titanic. Wikimedia Commons has media related to Titanic (ship, 1912). Wikisource has original text related to this article: RMS Titanic Wikivoyage has a travel guide for RMS Titanic. RMS Titanic, Inc, exclusive steward of RMS Titanic Titanic Historical Society Collection of Marconigram radio messages related to the Titanic Archived 25 January 2016 at the Wayback Machine Titanic collected news and commentary at The Guardian Edit this at Wikidata New York Times coverage of the Titanic "Titanic in Black and White" at Library of Virginia Ruhlow, Tina (December 2020). "50 Images From The Titanic You Have To See To Believe". Reference.com. Archived from the original on 26 December 2020. Titanic Footage and Survivors Interviews on YouTube Titanic Footage: Leaving Belfast – British Pathé on YouTube References to the Titanic in European Historic Newspapers Rare Postcard from the Titanic RMS Titanic: Fascinating Engineering Facts on YouTube – Professor William S. Hammack vte Titanic First class facilitiesSecond and Third class facilitiesGrand StaircaseAnimals aboard Sinking Iceberg that sank the TitanicChanges in safety practicesLifeboats Lifeboat No. 1British inquiryUnited States inquiryWreck of the TitanicLegends and mythsConspiracy theories Officers Edward J. Smith (Captain)Henry Tingle Wilde (Chief Officer)William McMaster Murdoch (First Officer)Charles H. Lightoller (Second Officer)Herbert Pitman (Third Officer)Joseph G. Boxhall (Fourth Officer)Harold G. Lowe (Fifth Officer)James Paul Moody (Sixth Officer)Hugh McElroy (Chief Purser)Joseph Bell (Machine Room Manager) Crew members Frederick BarrettHarold BrideWilliam Denton CoxSid DanielsFrank Oliver Evans Frederick FleetLuigi GattiRobert HichensViolet JessopArchie JewellCharles JoughinReginald LeeEvelyn MarsdenWilliam MintramJack PhillipsFrank Winnold PrenticeArthur John PriestGeorge Symons Musicians Wallace HartleyJohn Wesley Woodward Passengers Fatalities Allison familyThomas AndrewsJohn Jacob Astor IVDavid John BowenArchibald ButtThomas BylesRoderick ChisholmWalter Donald DouglasAnnie FunkJacques FutrelleSidney Leslie GoodwinBenjamin GuggenheimJohn HarperHenry B. HarrisWallace HartleyCharles Melville HaysAnn Elizabeth IshamEdward Austin KentJoseph Philippe Lemercier LarocheFrancis Davis MilletHarry Markland MolsonClarence MooreEino Viljami PanulaW. T. SteadIda StrausIsidor StrausJohn B. ThayerFrank M. Warren Sr.George D. WickGeorge Dunton WidenerHarry Elkins WidenerDuane WilliamsGeorge Henry Wright Survivors Rhoda AbbottTrevor AllisonLillian AsplundMadeleine AstorRuth BeckerLawrence BeesleyKarl BehrDickinson BishopMauritz Håkan Björnström-SteffanssonElsie BowermanFrancis BrowneMargaret "Molly" BrownHelen Churchill CandeeCharlotte Drake CardezaLucile CarterGladys CherryMillvina DeanSir Cosmo Duff-GordonLucy, Lady Duff-GordonDorothy GibsonArchibald Gracie IVFrank John William GoldsmithEdith HaismanHenry S. HarperEva HartMargaret Bechstein HaysMasabumi HosonoJ. Bruce IsmayEleanor Ileen JohnsonLouise KinkLouise LarocheMargaret MannionMichel Marcel NavratilAlfred NourneyArthur Godfrey PeuchenJane QuickWinnifred QuickEdith RosenbaumNoël Leslie, Countess of RothesEmily RyersonAgnes SandströmBeatrice SandströmFrederic Kimber SewardEloise Hughes SmithJack ThayerMarian ThayerBarbara WestElla Holmes WhiteR. Norris WilliamsMarie Grice Young Monuments and memorials Australia Bandstand (Ballarat) United Kingdom Engine Room Heroes (Liverpool)Engineers (Southampton)Musicians (Southampton)Titanic (Belfast)Orchestra (Liverpool) United States Straus Park (New York City)Titanic (New York City)Titanic (Washington, D.C.)Butt–Millet Memorial Fountain (Washington, D.C.) Popular culture (cultural legacy) Books The Wreck of the Titan: Or, Futility (1898)A Night to Remember (1955)Polar the Titanic Bear (1995) Films Saved from the Titanic (1912)In Nacht und Eis (1912)La hantise (1912)Atlantic (1929)Atlantik (1929)Titanic (1943)Titanic (1953)A Night to Remember (1958)The Unsinkable Molly Brown (1964)Raise the Titanic (1980)Secrets of the Titanic (1986)Titanica (1992)Titanic (1997)The Chambermaid on the Titanic (1997)The Legend of the Titanic (1999)Titanic: The Legend Goes On (2000)The Boy Who Saw the Iceberg (2000)Ghosts of the Abyss (2003)Tentacolino (2004)Titanic II (2010)The Six (2021)Titanic 666 (2022)Unsinkable (2024) Television "A Night to Remember" (1956)S.O.S. Titanic (1979)Titanic: The Complete Story (1994)Titanic (1996 miniseries)No Greater Love (1996)"A Flight to Remember" (Futurama) (1999)"The Mutants Are Revolting" (Futurama) (2010)Titanic (2012 miniseries)Titanic: Blood and Steel (2012)Saving the Titanic (2012)Titanic: The Aftermath (2012) Theater The Berg (1929) The Unsinkable Molly Brown (1960 musical)Titanic (1974) Titanic (1997 musical) Music "The Titanic (It Was Sad When That Great Ship Went Down)" (folk song)The Sinking of the Titanic (music composition)Titanic (soundtrack album)Back to Titanic (soundtrack album)"My Heart Will Go On" (song)"Nearer, My God, to Thee" (song)Titanique (musical parody)"Dance Band on the Titanic" (song)"Titanic" (song)Titanic Requiem (music composition)"Tempest" (song)Titanic Rising (album) Video games Search for the Titanic (1989)Titanic: Adventure Out of Time (1996)Titanic: Honor and Glory (TBA) Museums and exhibitions SeaCity Museum (Southampton)Titanic Museum (Branson, Missouri)Titanic Museum (Pigeon Forge, Tennessee)Maritime Museum of the Atlantic (Halifax)Titanic Belfast Places Titanic (Canada)Titanic CanyonTitanic Quarter, BelfastCape Race, NewfoundlandFairview Lawn CemeteryMount Olivet Cemetery (Halifax, Nova Scotia)Arrol GantryTitanic, Oklahoma Related Ships RMS BalticRMS OlympicHMHS BritannicSS Mount TempleRMS CarpathiaSS CalifornianCS Mackay-BennettSS BirmaSS FrankfurtReplica Titanic Titanic IIRomandisea Titanic Law RMS Titanic Maritime Memorial ActAgreement Concerning the Shipwrecked Vessel RMS Titanic Others White Star LineDavid BlairHarold CottamHerbert HaddockStanley LordArthur RostronTitanic Historical SocietyTitanic International SocietyEncyclopedia TitanicaHalomonas titanicaeWomen and children firstRobert BallardLa Circassienne au BainTitan submersible implosion Category vte Olympic-class ocean liners OlympicTitanicBritannic Replica Titanic vte Four-funneled ocean liners Kaiser Wilhelm der Grosse (1897)Deutschland (1900)Kronprinz Wilhelm (1901)Kaiser Wilhelm II (1902)Lusitania (1906)Mauretania (1906)Kronprinzessin Cecilie (1906)France (1910)Olympic (1910)Titanic (1912)Aquitania (1913)Britannic (1914)Arundel Castle (1921)Windsor Castle (1922) vte Timeline of largest passenger ships Briefly held the title before the preceding ship reclaimed it†Shared record‡ SS Royal William (1831)SS Great Western (1837)SS British Queen (1839)SS President (1840)†SS Great Britain (1843)RMS Atrato (1853)SS Adriatic (1857)SS Great Eastern (1858)SS City of New York (1888)RMS Campania (1893)‡SS Kaiser Wilhelm der Grosse (1897)RMS Oceanic (1899)RMS Celtic (1901)RMS Cedric (1903)RMS Baltic (1904)RMS Empress of Scotland (1906)RMS Lusitania (1907)RMS Mauretania (1907)RMS Olympic (1911)RMS Titanic (1912)†SS Imperator (1913)SS Vaterland (1913)RMS Majestic (1922)SS Normandie (1935)RMS Queen Mary (1936)†RMS Queen Elizabeth (1942)SS France (1972)MS Sovereign of the Seas (1987)†Sun Princess (1995)MS Carnival Destiny (1996)MS Grand Princess (1998)MS Voyager of the Seas (1999)MS Explorer of the Seas (2000)MS Navigator of the Seas (2002)RMS Queen Mary 2 (2003)MS Freedom of the Seas (2006)Liberty of the Seas (2007)Oasis of the Seas (2009)‡Harmony of the Seas (2016)Symphony of the Seas (2018)Wonder of the Seas (2022)Icon of the Seas (2023) icon Oceans portal vte White Star Line ships Surviving ships Nomadic (1911) Planned Olympic (order cancelled)Oceanic (never completed) Former ships Red Jacket (1853)Blue Jacket (1854)Tayleur (1854)Royal Standard (1863)Oceanic (1870)Atlantic (1871)Baltic (1871)Tropic (1871)Asiatic (1871)Republic (1872)Adriatic (1872)Celtic (1872)Traffic (1872)Gaelic (1872)Belgic (1873)Britannic (1874)Germanic (1875)Arabic (1881)Coptic (1881)Ionic (1883)Doric (1883)Belgic (1885)Gaelic (1885)Cufic (1888)Runic (1889)Teutonic (1889)Majestic (1890)Magnetic (1891)Nomadic (1891)Tauric (1891)Naronic (1892)Bovic (1892)Gothic (1893)Cevic (1894)Pontic (1894)Georgic (1895)Delphic (1897)Cymric (1898)Afric (1899)Medic (1899)Persic (1899)Oceanic (1899)Runic (1900)Suevic (1901)Celtic (1901)Athenic (1902)Corinthic (1902)Ionic (1903)Cedric (1903)Victorian (1903)Armenian (1903)Arabic (1903)Romanic (1903)Cretic (1903)Republic (1903)Canopic (1904)Cufic (1904)Baltic (1904)Tropic (1904)Gallic (1907)Adriatic (1907)Laurentic (1909)Megantic (1909)Zeeland (1910)Traffic (1911)Olympic (1911)Belgic (1911)Zealandic (1911)Titanic (1912)Ceramic (1913)Vaderland (1914)Lapland (1914)Britannic (1914)Belgic (1917)Justicia (1918)Vedic (1918)Bardic (1919)Gallic (1920)Mobile (1920)Arabic (1920)Homeric (1920)Haverford (1921)Majestic (1922)Pittsburgh (1922)Doric (1923)Delphic (1925)Regina (1925)Albertic (1927)Calgaric (1927)Laurentic (1927)Britannic (1929)Georgic (1931) Classes Oceanic classJubilee classAthenic classBig FourOlympic class See also: List of White Star Line ships Years indicate year of entry into White Star service. vte Ships that were lost on their maiden voyage Naval ships Vasa (1628)Galera Victoria (1729)Georgiana (1863)Flach (1866)Grosser Kurfürst (1878)Cerisoles (1918)Inkerman (1918)Bismarck (1941)1Shinano (1944)1 Passenger ships and cargo liners Sea Venture (1609)Amazon (1851)City of Philadelphia (1854)New Era (1854)Tayleur (1854)Willem III (1871)Geltwood (1875)Friedrich der Grosse (1896/1922)RMS Titanic (1912)City of Honolulu (1896/1922)Georges Philippar (1932)Magdalena (1949)Hans Hedtoft (1959)Zenobia (1980) Cargo ships Batavia (1629)Vansittart (1719)2Fortuyn (1723)Zeewijk (1727)Amsterdam (1749)Royal Captain (1773)Hartwell (1787)2George Green (1830)Carrier Pigeon (1852)Schomberg (1855)Irex (1890)Dumaru (1918)Hastier (1919)Adolf Vinnen (1923)Empire Frost (1941)1Michael E (1941)1Alexander Macomb (1942)1Empire Clough (1942)1Empire Drum (1942)1, 2Empire Dryden (1942)1, 2George Calvert (1942)1Stephen Hopkins (1942)1Empire Florizel (1943)1John Morgan (1943)1Union Star (1981)2Ranga (1982)Reijin (1988) Racing yachts Mohawk (1876) 1 = Due to enemy action. 2 = Maiden revenue-earning voyage. vte Shipwrecks and maritime incidents in 1912 Shipwrecks 21 Jan: Bayardo2 Feb: HMS A329 Feb: H. K. BedfordFeb (unknown date): Augsburg12 Mar: Oceana20 Mar: Koombana2 Apr: USS Santee15 Apr: RMS Titanic (sinking)20 Apr: Sultaniye12 May: HMS A3May (unknown date): USLHT Armeria, USS Pensacola8 Jun: Vendémiaire26 Jun: Naniwa8 Aug: HMS Holland 517 Aug: Leafield1 Sep: HMS Waterwitch3 Sep: HMS Holland 428 Sep: Kiche Maru4 Oct: HMS B216 Oct: Ralph Creyke, Nicaragua22 Oct: SS Keystorm31 Oct: Feth-i BülendOct: Admiral Lazarev23 Nov: Rouse Simmons28 Nov: FriendshipUnknown date: City of Adelaide, USS Ericsson, Fox Other incidents 7 Jan: HMS Orion, HMS Revenge18 Jan: Sarah Dixon21 Jan: Fürst Bismarck2 Feb: HMS Hazard12 Feb: Grängesberg12 Mar: Pisagua14-15 Apr: Californian17 Apr: Nembo, Turbine2 Jun: Friendship, Derwent8 Jun: Saint Louis7 Jul: Bunker Hill, Massachusetts16 Aug: Camano, Sioux4 Oct: Amerika12 Oct: Arabia14 Nov: City of SydneyDecember (unknown date): Lady Elizabeth, Pelayo 1911 1913 Authority control databases Edit this at Wikidata International VIAFFAST National GermanyUnited StatesFranceBnF dataAustraliaCzech RepublicSpainNorwayLatviaIsraelCatalonia People Trove Other SNAC Categories: RMS Titanic1910s in Newfoundland1911 ships1912 disasters in Canada1912 disasters in the United Kingdom1912 disasters in the United States1985 archaeological discoveriesFour funnel linersHistory of Halifax, Nova ScotiaOlympic-class ocean linersPassenger ships of the United KingdomShips built by Harland and WolffShips built in BelfastShips of IrelandShips of the White Star LineShips sunk by icebergsShipwrecks in the Atlantic OceanShipwrecks of the Newfoundland and Labrador coastSteamships of the United Kingdom Timeline of largest passenger ships Article Talk Read Edit View history Tools From Wikipedia, the free encyclopedia "Largest ship" redirects here. For other uses, see Largest ship (disambiguation). This article has multiple issues. Please help improve it or discuss these issues on the talk page. (Learn how and when to remove these messages) This article needs additional citations for verification. (June 2010) This article may require cleanup to meet Wikipedia's quality standards. The specific problem is: sources from "DNV" (under "21st century") need to be replaced as they can not be archived via Wayback. (October 2021) RMS Queen Elizabeth's size record stood for the longest time at over 54 years This is a timeline of the world's largest passenger ships based upon internal volume, initially measured by gross register tonnage and later by gross tonnage. This timeline reflects the largest extant passenger ship in the world at any given time. If a given ship was superseded by another, scrapped, or lost at sea, it is then succeeded. Some records for tonnage outlived the ships that set them - notably the SS Great Eastern, and RMS Queen Elizabeth. The term "largest passenger ship" has evolved over time to also include ships by length as supertankers built by the 1970s were over 400 metres (1,300 ft) long. In the modern era the term has gradually fallen out of use in favor of "largest cruise ship" as the industry has shifted to cruising rather than transatlantic ocean travel.[1] While some of these modern cruise ships were later expanded, they did not regain their "largest" titles. Timeline Year completed Ship Tonnage Length Title held Status Image 19th century 19th century 1831 SS Royal William 1,370 GRT[2] 49 m (160 ft) 1831 – 1839[3] Sank in 1860 1838 SS Great Western 1,700 GRT[4] 76.8 m (252 ft) 1839[5] Scrapped in 1856 1839 SS British Queen 1,850 GRT[6] 75 m (245 ft) 1839 – 1840[7][8] 1841 – 1843 Scrapped in 1844 1840 SS President 2,366 GRT[9] 74 m (243 ft) 1840 – 1841[10] Lost at sea in 1841 1843[a] SS Great Britain 3,270 GRT[11] 98 m (322 ft) 1843 – 1853[12] Currently a Museum ship 1853[13] SS Atrato 3,466 GRT[14] 107 m (350 ft) 1853 – 1857[15][b] Sank in 1884 1857 SS Adriatic 3,670 GRT[16] 108 m (354 ft) 1857 — 1858[17] Beached and Abandoned in 1885 1858 SS Great Eastern 18,915 GRT[18] 211 m (692 ft) 1858 – c. 1888[19][20] (Scrapped) Scrapped by 1891[c] 1888 SS City of New York 10,499 GRT[23] 171 m (560 ft) c. 1888 – 1893[20] Scrapped in 1923 1893 RMS Campania RMS Lucania[d] 12,950 GRT[24] 190 m (622 ft) 1893 – 1897[25] Campania: Sank in 1918 Lucania: Scrapped in 1909 1897 SS Kaiser Wilhelm der Grosse 14,349 GRT[26] 200 m (655 ft) 1897 – 1899[27] Sank in 1914 1899 RMS Oceanic 17,272 GRT[28] 215 m (704 ft) 1899 – 1901[29] Sank in 1914 20th century 20th century 11 July 1901 RMS Celtic 20,904 GRT[30] 214 m (701 ft) 1901 – 1903[31][32] Scrapped in 1929 31 January 1903 RMS Cedric 21,073 GRT[33] 213 m (700 ft) 1903 – 1904[32] Scrapped in 1932 File:RMS Cedric.jpg 23 June 1904 RMS Baltic 23,876 GRT[34] 222 m (729 ft) 1904 – 1906[34][35] Scrapped in 1933 File:RMS Baltic.jpg 10 May 1906 (entered service) SS Kaiserin Auguste Victoria 24,581 GRT[36] 206.5 m (677.5 ft) 1906 – 1907[37] Scrapped in 1930 7 September 1907 (entered service) RMS Lusitania 31,550 GRT[38] 240 m (787 ft) 1907[39][40] Sank in 1915 7 November 1907 RMS Mauretania 31,938 GRT[38] 241 m (790 ft) 1907 – 1911[40][41] Scrapped in 1935 31 May 1911 RMS Olympic 45,324 GRT[42] 269.0 m (882.5 ft) 1911 – 1912[43][44] 1912 – 1913[43][45] Scrapped by 1937 31 March 1912 RMS Titanic 46,328 GRT[46] 269.1 m (882.9 ft) 1912[47] (Sank) Sank in 1912[47] June 1913 SS Imperator 52,117 GRT[48] 276 m (906 ft) 1913 – 1914[45][48] Scrapped in 1938 14 May 1914 (entered service) SS Vaterland 54,282 GRT[49][50] 290 m (950 ft) 1914 – 1922[51][52] Scrapped in 1938 12 May 1922 (entered service) RMS Majestic 56,551 GRT[53] 291 m (956 ft) 1922 – 1935[52][54] Scrapped in 1943 (after sinking) 29 May 1935 (entered service) SS Normandie 79,280 GRT (as built) 83,404 GRT (final size)[e] 314 m (1,029 ft) 1935 – 1936[56] 1936 – 1942[55][57] (Destroyed by fire) Scrapped in 1946 (after sinking) 27 May 1936 (entered service) RMS Queen Mary 80,774 GRT (as built) 81,237 GRT (final size)[58][59] 310.7 m (1,019.4 ft) 1936[60][59] Currently a Hotel ship 2 March 1940[f] RMS Queen Elizabeth 83,673 GRT[61] 314 m (1,031 ft) 1942 – 1972[57] (Destroyed by fire) Scrapped in 1974 (after sinking) 3 February 1962 (entered service) SS France (1962-1980) SS Norway (post-1980) 66,343 GRT (as built)[62] 76,049 GRT (final size)[g] 315 m (1,035 ft) 1972 – 1987[66][67] 1990 – 1995[68][69] Scrapped in 2008 18 December 1987 MS Sovereign of the Seas 73,529 GT[70] 268 m (880 ft) 1987 – 1990[67][69] (Surpassed by SS Norway) Scrapped in 2020 26 June 1995 Sun Princess 77,000 GT[71][72] 261 m (857 ft) 1995 – 1996[72] In service as Pacific World 24 November 1996 (entered service) Carnival Destiny 101,353 GT[72] 272 m (893 ft) 1996 – 1998[72] In service as Carnival Sunshine 27 May 1998 (entered service) Grand Princess 109,000 GT 290 m (951 ft) 1998 – 1999 In service 29 October 1999 Voyager of the Seas 137,276 GT[73] 311 m (1,020 ft) 1999 – 2000 In service 28 September 2000 Explorer of the Seas 137,308 GT 311 m (1,020 ft) 2000 – 2002 In service 21st century 21st century 18 November 2002 Navigator of the Seas 139,999 GT[74] 311 m (1,020 ft) 2002 – 2003 In service 22 December 2003 RMS Queen Mary 2 148,528 GT (as built)[75] 345.03 m (1,132.0 ft) 2003 – 2006 In service 24 April 2006 MS Freedom of the Seas 154,407 GT (as built)[76] 338.774 m (1,111.46 ft) 2006 – 2007[h] In service 19 May 2007 Liberty of the Seas 155,889 GT[77] 338.92 m (1,111.9 ft) 2007 – 2009 In service 28 October 2009 Oasis of the Seas 225,282 GT[78] (as built) 360 m (1,180 ft) 2009 – 2016[i] In service 13 May 2016 Harmony of the Seas 226,963 GT[82] 362.12 m (1,188.1 ft) 2016 – 2018 In service 23 March 2018 Symphony of the Seas 228,081 GT[83] 361.011 m (1,184.42 ft) 2018 – 2022 In service SymphonyOfTheSeas (cropped) 02 27 January 2022 Wonder of the Seas 236,857 GT[84] 362.04 m (1,187.8 ft) 2022 – 2023 In service 27 November 2023 Icon of the Seas 248,663 GT[85] 364.75 m (1,196.7 ft) 2023 – present In service See also iconOceans portal List of largest ships by gross tonnage List of longest wooden ships List of large sailing vessels List of ocean liners Notes Sources have the Great Britain as the "world's largest" ship from her launch year. While the Great Republic was concurrently larger (at 4,555 GRT), she was not a passenger ship. Great Eastern was sold for scrap in 1888 but the breaking up was not completed until 1891.[21][22] The Campania and Lucania had the same GRT. The tonnage was increased on Normandie in August 1936 to reclaim the title of "largest ship" from the Queen Mary.[55] Although Queen Elizabeth was completed on 2 March 1940 as an ocean liner, she was converted into a troop ship due to the outbreak of World War II. She became the largest ship in the world in 1942 when SS Normandie burned and sank at her moorings. Transatlantic service was not resumed until after the war ended, and Queen Elizabeth officially entered into passenger service on 16 October 1946. SS France increased her tonnage in 1980, when she was refurbished into a cruise ship. Her final size peaked at 76,049 GRT in 1990.[63] She was the last ship on this list to be measured by "GRT", as the term was changed to "GT" on 18 July 1994.[64][65] Freedom of the Seas never held the title of "largest passenger ship" after 2007. While she was later extended to match her sister ship Liberty of the Seas (in 2015), by this time the title had passed on to Oasis of the Seas. Oasis was initially launched at 225,282 GT.[79] This was tied a year later by Allure of the Seas, although the latter was 50 mm (2.0 in) longer.[80] Oasis of the Seas was expanded to 226,838 GT in November 2019.[81] References Bleecker, Arline; Bleeker, Sam (26 March 2006). "Cruise ships keep getting bigger and bigger and . . ". Chicago Tribune. Archived from the original on 25 February 2020. Retrieved 25 February 2020. Boileau, John (2006). Samuel Cunard: Nova Scotia's Master of the North Atlantic. Formac Publishing Company Limited. p. 44. ISBN 978-0-88780-712-1. John Wilton Cuninghame Haldane (1905). Life as an engineer: its lights, shades and prospects. E. & F. N. Spon. p. 27. "Royal William largest launched 1831." Freeman Hunt (1844). Merchants' Magazine and Commercial Review, Volume 10. New York City. p. 383. Anchor Line (1872). A Souvenir of the Anchor Line Agents Excursion on the Steamer California, 14 August 1872. D. Appleton & Company. p. 87. Corlett, Ewan (1975). The Iron Ship: the Story of Brunel's ss Great Britain. Conway. Hereward Philip Spratt (1951). Transatlantic Paddle Steamers. Brown, Son & Ferguson. p. 36. "At the time of her launch, the "British Queen" was the largest vessel afloat" International Marine Engineering, Volume 15. Simmons-Boardman Publishing Company. 1910. p. 418. Gerhard Falk (2013). Twelve Inventions which Changed America: The Influence of Technology on American Culture. Rowman & Littlefield. p. 8. ISBN 9780761860808. Robinson, Robb (January 2009). "The Cookman Story: Reform in Hull and the United States" (PDF). FAR HORIZONS – to the ends of the Earth. Maritime Historical Studies Centre, University of Hull. Retrieved 27 December 2009. "In March 1841 the liner, SS President, then reputedly the largest steamship in the world, disappeared without trace in the vast tracts of the still wintry Atlantic, sometime after leaving New York en route for Liverpool. The SS President was the first steamship to founder on the transatlantic run and there was universal lamentation for the 136 crew and passengers." William L. Garrison & David M. Levinson (2005). The Transportation Experience: Policy, Planning, and Deployment. Oxford University Press. p. 210. ISBN 9780195346732. Wynford Davies (2012). SS Great Britain: Transatlantic Liner 1843. Seaforth Publishing. p. 10. ISBN 9781848322882. "Atrato (1013926)". Miramar Ship Index. Retrieved 19 September 2019. "Atrato". clydeships.co.uk. Retrieved 17 September 2019. "The" Illustrated London News. Elm House. 1853. p. 352. "Thing - SS Adriatic 12 Cent Stamp - 1869 - Historic photos, documents, and people". Archive Project. Retrieved 13 October 2023. Bowen, Frank C. (March 2009). "The Collins Liner 'Adriatic' of 1856" (PDF). The Bulletin. The Liverpool Nautical Research Society. 52 (4): 39–41. Dawson, Philip S. (2005). The Liner. Chrysalis Books. p. 37. ISBN 978-0-85177-938-6. Paul Virr, William Potter (2021). The 50 Greatest Engineers: The People Whose Innovations Have Shaped Our World. Arcturus Publishing. ISBN 978-1-3988-1696-1. "S/S City of New York (3), Inman Line". www.norwayheritage.com. Retrieved 18 September 2019. "At the time of her launch the City of New York was the largest passenger steamer afloat." Gillian Dale (2005). BTEC National Travel and Tourism. Heinemann. p. 2. ISBN 9780435446451. Frank Braynard & Robert Hudson Westover (2002). S.S. United States. Turner Publishing Company. p. 13. ISBN 9781563118241. "City of New York". clydeships.co.uk. Retrieved 18 September 2019. Mark Chirnside (2015). RMS Olympic: Titanic's Sister. The History Press. p. 9. ISBN 9780750963480. Neil McCart (1990). Atlantic Liners of the Cunard Line: From 1884 to the Present Day. Stephens. p. 22. ISBN 9781852600655. Congressional Edition, Volume 5796. U.S. Government Printing Office. 1909. p. 114. Marine Engineering/log, Volume 1. Simmons-Boardman Publishing Company. 1897. William H. Miller (2001). Picture History of British Ocean Liners, 1900 to the Present. Courier Corporation. p. 8. ISBN 9780486415321. "R.M.S. Oceanic (II)". Jeff Newman. Retrieved 18 January 2010. "Celtic (1113476)". Miramar Ship Index. Retrieved 22 September 2019. Roberts, Chalmers (August 1901). "The Biggest Ship". The World's Work: A History of Our Time. II: 1176–1179. Retrieved 12 March 2020. Wade Sisson (2011). Racing Through the Night: Olympic's Attempt to Reach Titanic. Amberley Publishing Limited. ISBN 9781445608914. "Cedric (1115354)". Miramar Ship Index. Retrieved 22 September 2019. Paul Oldfield (2017). Victoria Crosses on the Western Front: Third Ypres 1917: 31 July 1917 – 6 November 1917. Pen and Sword. ISBN 9781473884854. Mark Chirnside (2015). RMS Olympic: Titanic's Sister. The History Press. ISBN 9780750963480. Anne Sinkler Whaley LeClercq (2012). Elizabeth Sinkler Coxe's Tales from the Grand Tour, 1890-1910. Univ of South Carolina Press. ISBN 9781611172102. Labor Unions (1906). The American Marine Engineer, Volumes 1-2. p. 24. Watts, Philip (1911). "Ship" . In Chisholm, Hugh (ed.). Encyclopædia Britannica. Vol. 24 (11th ed.). Cambridge University Press. pp. 880–970, see page 970. "....arrangements are made for fitting up fast vessels such as the "Mauretania" and "Lusitania" with a number of 6-in...guns for service as merchant cruisers in time of war, when they would be used as ocean-going scouts, or for the protection of trade routes" J. Kent Layton (2010). Lusitania: An Illustrated Biography. Amberley Publishing Limited. ISBN 9781445623702. Engineering News (1914). The Cunard Liner "Aquitania". Vol. 71. McGraw-Hill. p. 1317. William H. Miller (1981). The Great Luxury Liners, 1927-1954: A Photographic Record. Courier Corporation. ISBN 9780486240565. Chirnside, Mark (2011). The 'Olympic' Class Ships. The History Press. p. 142. ISBN 978-0-7524-5895-3. Chirnside, Mark. "RMS Olympic Specification File". Retrieved 19 June 2020. Caroline Rochford (2016). "Titanic's Big Sister... and how she nearly sank". Forgotten Songs and Stories of the Sea: A Treasury of Voices from our Maritime Past. Pen and Sword. p. 106. ISBN 9781473878655. Adam Scott (1913). "Some Notes On The Increase In Size". Cassier's Engineering Monthly. Vol. 44. Wendell Lansing Company. p. 115. Proceedings - Institution of Mechanical Engineers. Institution of Mechanical Engineers. 1912. p. 553. Ballard, Robert D. (1987). The Discovery of the Titanic. New York: Warner Books. ISBN 978-0-446-51385-2. J. Kent Layton (2009). "Imperator". AtlanticLiners.com. Retrieved 20 June 2020. "Vaterland/Leviathan". The Great Ocean Liners. Archived from the original on 2 June 2017. Retrieved 9 October 2011. Merchant Vessels of the United States 1924-1925. Washington, D.C.: Department of Commerce, Bureau of Navigation. 1925. p. 132. hdl:2027/osu.32435066707100. Retrieved 2 October 2021. "The Steamship Vaterland". Electrician and Mechanic. Vol. 28. 1914. p. 729. "Majestic - The Latest and Largest of Ships". Scientific American. Vol. 127. 1922. p. 10. Haws, Duncan (1990). White Star Line. Merchant Fleets. Vol. 17. Hereford: TCL Publications. p. 90. ISBN 0-946378-16-9. OCLC 50214776. "The Floating Palace from France". American Architect. Vol. 147. 135. p. 29. "Super Liners". Life magazine. Vol. 103. 1936. p. 13. "By August, the Normandie, having increased her tonnage, was again the World's Largest Liner" "Normandie's End". Life Magazine. Vol. 21. 1946. p. 38. Peter C. Smith (2008). Midway: Dauntless Victory. Pen & Sword Books. ISBN 9781848847057. "The French Transatlantic liner Normandie (71,300 tons) was the world's largest ship when built, and, although surpassed by 1942 by the British liners Queen Mary and Queen Elizabeth in tonnage, was still the longest vessel afloat at 1,029 feet overall." Layton, J. Kent. "R.M.S. Queen Mary". Atlantic Liners. Retrieved 1 October 2021. Roger and June Cartwright (2011). "Introduction". Titanic: The Myths and Legacy of a Disaster. History Press. ISBN 9780752467719. Peter Plowman (2003). "The Third Convoy". Across the Sea to War. Rosenberg Publishing. p. 114. ISBN 9781922013132. William H. Miller (2021). "A New Age-A New Queen". Queen Elizabeth 2: Ship of Legend. Fonthill Media. Ships Monthly. Vol. 35. Waterway Productions Limited. 2000. p. 12. ISBN 9781861761170. Marine News. Vol. 58. 2004. p. 147. Office of the Federal Register (2017). 2017 CFR Annual Print Title 46 Shipping Parts 41 to 69. LLC and Claitor's Law Publishing. p. 390. ISBN 9781640241992. N. Wijnolst; Tor Wergeland (2009). Ship Innovation. IOS Press. p. 395. ISBN 9781586039431. Arnold Kludas (1985). "The France". Great Passenger Ships of the World. Vol. 5. P. Stephens. p. 131. ISBN 978-0-85059-265-8. "France, since 1972 the largest passenger ship in the world..." Brian J. Cudahy (2001). Royal Caribbean International. Cornell Maritime Press. p. 67. ISBN 978-0-87033-529-7. Norris McWhirter (1994). "Passenger Vessels". The Guinness Book of World Records 1994. Bantam Books. p. 290. ISBN 978-0-553-56561-4. "Norway's 15th Anniversary". The Cruise Industry News Quarterly. Vol. 4–5. Cornell University. 1994. p. 119. "Shipowners/Managers/Operators: Norway". Lloyd's Maritime Directory. Vol. 2. Lloyd's of London Press. 2006. p. 731. Smith, Peter C. (2010). Cruise Ships: The World's Most Luxurious Vessels. Barnsley, South Yorkshire, UK: Pen & Sword Maritime. p. 243. Ian Yeoman; Una McMahon-Beattie (2019). The Future Past of Tourism: Historical Perspectives and Future Evolutions. Channel View Publications. "In 1995, Princess Cruise Line's Sun Princess became the largest ship at 77,000 tons. In 1996, Carnival Cruise Lines launched the 101,353 ton Carnival Destiny." "Ship fact Sheet: Voyager of the Seas". Royal Caribbean. Archived from the original on 16 December 2012. Retrieved 24 May 2024. "Navigator of the Seas (22759)". Vessel Register for DNV. DNV. Retrieved 15 March 2020. The Motor Ship, Volume 85. 2004. p. 9. "2016-2017 Royal Caribbean Fleet Guide" (PDF). Royal Caribbean International. 26 February 2016. Retrieved 4 March 2016. "Liberty of the Seas (26180)". Vessel Register for DNV. DNV. Retrieved 24 May 2024. Sam Dodge, Ana Franca, and Mark Oliver (5 February 2016). "Oasis of the Seas, the world's largest cruise ship, in numbers". The Daily Telegraph. Retrieved 12 March 2020. "Oasis Of The Seas / Allure of the Seas". Royal Caribbean International. 2010. Archived from the original on 20 June 2010. Retrieved 11 June 2010. Goldstein, Adam (1 November 2010). "Is a Small Difference a Big Deal?". Sea Views. Royal Caribbean International. Archived from the original on 14 July 2014. Retrieved 14 July 2014. "Oasis of the Seas (27091)". Vessel Register for DNV. DNV. Retrieved 10 November 2019. "Harmony of the Seas (33249)". Vessel Register for DNV. DNV. Retrieved 12 March 2020. "Symphony of the Seas (34719)". Vessel Register for DNV. DNV. Retrieved 15 March 2020. "Wonder of the Seas Fact Sheet". Royal Caribbean Press Center. Royal Caribbean Group. Retrieved 27 January 2022. "Icon of the Seas (38545)". Vessel Register for DNV. DNV. Retrieved 14 January 2024. External links Timeline by HMY Yachts - additional size visuals vte Timeline of largest passenger ships Briefly held the title before the preceding ship reclaimed it† Shared record‡ SS Royal William (1831) SS Great Western (1837) SS British Queen (1839) SS President (1840)† SS Great Britain (1843) RMS Atrato (1853) SS Adriatic (1857) SS Great Eastern (1858) SS City of New York (1888) RMS Campania (1893)‡ SS Kaiser Wilhelm der Grosse (1897) RMS Oceanic (1899) RMS Celtic (1901) RMS Cedric (1903) RMS Baltic (1904) RMS Empress of Scotland (1906) RMS Lusitania (1907) RMS Mauretania (1907) RMS Olympic (1911) RMS Titanic (1912)† SS Imperator (1913) SS Vaterland (1913) RMS Majestic (1922) SS Normandie (1935) RMS Queen Mary (1936)† RMS Queen Elizabeth (1942) SS France (1972) MS Sovereign of the Seas (1987)† Sun Princess (1995) MS Carnival Destiny (1996) MS Grand Princess (1998) MS Voyager of the Seas (1999) MS Explorer of the Seas (2000) MS Navigator of the Seas (2002) RMS Queen Mary 2 (2003) MS Freedom of the Seas (2006) Liberty of the Seas (2007) Oasis of the Seas (2009)‡ Harmony of the Seas (2016) Symphony of the Seas (2018) Wonder of the Seas (2022) Icon of the Seas (2023) icon Oceans portal Categories: Lists of shipsPassenger shipsTransport-related lists of superlativesLists of cruise shipsLargest things by volume Important dates in history Home Important dates in history Important dates in history time January Year Event 17 1912 Scott arrives at the South Pole 20 1265 Simon de Montfort calls the first parliament in England 27 Annual Holocaust Memorial Day 27 1945 Auschwitz-Birkenau liberated by Soviet troops during WWII 27 1926 Inventor John Logie Baird demonstrates his new television machine to members of the Royal Institution in London 30 1649 King Charles I was beheaded in Whitehall. February Year 1 1865 13th Amendment to the U.S. Constitution is adopted, abolishing slavery in the U.S. 6 1918 British women over the age of 30 obtain the right to vote 8 1587 Mary Queen of Scots is beheaded on the orders of her cousin England’s Queen Elizabeth I. March Year 4 1824 Sir William Hillary founded the National Institution for the Preservation of Life from Shipwreck, which became the Royal National Lifeboat Institution, 1924 10 1876 The first telephone call was made 15 44 BC Assassination of Julius Caesar, a key turning point in Roman history. 25 1965 The Selma to Montgomery marches, part of the U.S. civil rights movement, end in success 27 1625 King Charles I becomes King April Year 6 1896 First Modern Olympics 10 1998 The Good Friday Agreement was signed in Northern Ireland 11 145 Septimius Severus, the first African-born Roman emperor, is recorded as being born 14 1912 Sinking of the Titanic 15 1945 The liberation of Bergen-Belsen concentration camp by British forces May Year 5 1930 Amy Johnson set off alone in a single engine Gypsy Moth from Croydon 8 1945 VE Day anniversary – the end of the Second World War in Europe 9 879 Alfred defeats the Vikings 12 1820 Florence Nightingale is born 21 1799 Mary Anning is born 25 1940 The Dunkirk Evacuation starts June Year 2 1953 Coronation of Queen Elizabeth II 4 1913 Death of Suffragette Emily Davison at Epsom Derby 6 1944 D-day landings – WW2 7 1095 First Crusade 8 793 First Viking attack on Lindisfarne 12 1929 Birth of Anne Frank 15 1215 King John sealed Magna Carta 22 1990 Dismantling Checkpoint Charlie 22 1948 Empire Windrush lands in Essex 22 1772 Somerset Case. Lord Mansfield sets out legal basis for freeing slaves 25 1950 The start of the Korean War 28 1914 Assassination of Franz Ferdinand July Year 1665 Peak to Great Plague of London 1 1916 Start of the battle of the Somme 10 1940 Start of the Battle of Britain 14 1789 Storming of the Bastille 20 1969 Moon Landing – Apollo 11 lands on the moon with first humans on the moon 25 1814 George Stephenson builds the first practical steam locomotive August Year 1 3114 BC The Mesoamerican Long Count calendar used by the Maya begins 3 1492 Columbus Sets Sail 6 1945 Dropping of the first Atomic bomb 13 1964 The last execution in the UK when Peter Anthony Allen and Gwynne Owen Evans were hanged for the murder of John Alan West, 1964 15 1945 VJ day – Japan surrenders in World War II, ending the war 22 1485 Henry Tudor becomes King of England and Wales, starting the Tudor dynasty 31 1997 Death of Princess Diana September Year 1 1939 WWII begins as Germany invades Poland 4 1666 The Great fire of London starts 11 2001 Terrorist attacks on the Twin Towers and Pentagon building in USA 26 1580 Explorer Francis Drake’s galleon Golden Hind sailed into Plymouth, England, completing his circumnavigation of the globe. October Year Black history month 18-31 1929 Wall Street Crash – start of Great Depression 14 1066 Battle of Hastings 21 1805 Battle of Trafalgar 16 – 29 1962 Cuban Missile Crisis 25 1415 The Battle of Agincourt 30 1925 John Logie Baird creates Britain’s first television transmitter November Year 1 1955 Start of Vietnam conflict 4 1854 Florence Nightingale and a team of nurses arrived in the Crimea in 1854 4 1922 Discovery of Tutankhamun’s tomb 5 1605 Gunpower Plot 9 1989 The fall of the Berlin Wall 11 Remembrance day 22 1963 Assassination of President John F. Kennedy 23 1805 Mary Seacole is born December Year 1 1955 Rosa Parks arrested for refusing to give up her seat on the bus in Montgomery 7 1941 Japan attack on Pearl Harbour 17 1903 The Wright Flyer made the first sustained flight by a manned aircraft 29 1170 The assassination of Thomas Becket Share FacebookTwitterWhatsAppPinterestLinkedInEmailPrint YOU MIGHT ALSO BE INTERESTED IN: time 2025 – Important anniversaries time 2024 – Important anniversaries REGISTER Login Username: Password: Remember Me | Lost your Password? Search Search… Recent added Crime and punishment – assessment task January 27, 2025 Mary Anning – assessment task January 23, 2025 Review of 2025 Historical Association survey January 23, 2025 2025 – Important anniversaries January 22, 2025 Grace Darling – assessment task January 22, 2025 Recent searches ancient egyptancient greeceAnglo-Saxonsassessment taskblack history monthcreativitycrime and punishmentdiversityevidenceflorence nightingalegcsegreat fireinfant and eyfsinterpretationknowledge organiserks1ks2ks3ks4life in tudor timesliteracymary seacolemedicinenumeracyofstedPrimary historyroman britainsignificancesmart taskSolving problems of evidencestone age to iron agethinking skillstop 10Using sources for informationvictorian britainVikingswomen in historyww2year 3year 4year 5year 6year 7year 8year 9

• Condition: In Excellent Condition
• Composition: Metal
• Certification Number: 1912
• Time Period: 20th Century
• Period: 21st Century
• Grade: Ungraded
• Country/Region of Manufacture: United States
• Country/Region: British
• Certification: Uncertified
• Country of Origin: Great Britain