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100 Years After Titanic Sinking, a LEGO Replica Sails On

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To commemorate the 100th anniversary of the Titanic’s sinking, a team of 15 LEGO builders gave a sneak peak of their cruise liner replica made of toy bricks. The ship, which took 200 hours and used thousands of bricks, was built by a team called the Brickomaniacs. The Titanic scale model measures ab…

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Titanic Facts for Kids | 8 Hidden Facts about Titanic

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Everybody knows the story of Titanic and the iceberg it hit on the night of April 14, 1912. When it first set sail, the Titanic was known for its extraordinary size and was thought to be “The Unsin…

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Read about the tragic shipwreck in the frigid North Atlantic Ocean.

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Titanic facts for kids | History | National Geographic Kids

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Learn about the most famous ship in history with our twenty Titanic facts. How big was the Titanic? Where did she sink? How many people died on the Titanic?

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Titanic: Passengers Famously Separated by Class

In many ways, the Titanic passenger list reflected the wide class divide of the times. Of the 1,296 total passengers onboard the massive ocean liner, 319 were labeled as first class, 269 were termed second class, and 699 were called third class, or steerage.

A closer look at the casualty figures reveals that of the 319 first-class passengers, 200 survived and of the 269 second-class passengers, 117 survived. Only 172 of 699 third-class passengers survived. A similar percentage can be found among crew and staff: 215 of 918 survived.

First-class passengers included wealthy businessmen, famous entertainers, high-ranking members of the military, and professional athletes. Among the second-class numbers were professors, authors, tourists, and clergymen. Most of the third-class passengers were immigrants seeking a new life in the U.S. or Canada.

Some of the people aboard the Titanic were very famous in their day.

The most prominent name was probably John Jacob Astor IV (right), the latest millionaire in a family of rich businessmen. He and his wife, Madeleine, were returning to the U.S. so Madeleine could give birth to their first child at home.

Also onboard were these famous people:

Isidor Straus, owner of the Macy's department store, and his wife, Ida

Youngstown Sheet and Tube Company founder George Wick

Charles Hays, the president of Canada's Grand Trunk Railway

John Thayer, a vice-president with the Pennsylvania Railroad

George Widener, owner of the Philadelphia Traction (streetcar) Company

Benjamin Guggenheim, a member of the powerful mining family whose brother Solomon established the eponymous New York museum.

All of these famous people died when the Titanic sank.

Among the famous people surviving the disaster were J. Bruce Ismay, chairman of White Star Line; Thomas Andrews, the ship's builder; millionaire and women's rights activist Margaret Brown; and silent film star Dorothy Gibson.

Among the more than 700 survivors were the "Titanic Orphans," Michel Jr. and Edmond Navratil, infant sons of Michel Navratil, who kidnapped his sons and took them aboard the Titanic to get them away from their mother, who lived in Nice, France. Michel, the father, died, but the boys survived and were cared for by fellow survivor Margaret Hays until their mother arrived in New York to take them home. (Hays had widely circulated photographs of the twins, and their mother had eventually seen the pictures.)

Also surviving was Violet Jessop, a nurse who was working as a stewardess on the Titanic and went on to survive the sinking of the Britannic four years later. Jessop went on to work for another ship company, the Red Star Line, and went on two round-the-world cruises.

The last remaining survivor was Elizabeth Dean, who was only a few months old when she and her family boarded the Titanic in hopes of immigrating to the American Midwest. Elizabeth, known as Millvina, and her mother and brother survived. Elizabeth died in 2009, at age 97.

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Titanic: Passengers Famously Separated by Class

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In many ways, the Titanic passenger list reflected the wide class divide of the times.

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Here are ten facts about Edward John Smith, the Captain of RMS Titanic who lost his life when the ship sank in 1912 after hitting an iceberg.

Edward John Smith was born on 27th January 1850 in Hanley, Staffordshire.

He joined the White Star Line in 1880 and worked his way up to commanding the Republic in 1887, the Majestic in 1895, the Baltic, the Adriatic and the Olympic. His reputation as a good, safe captain grew and he became known as the 'Millionaires' Captain' because some of the wealthiest people in England would only travel on ships he was captaining.

He was married to Eleanor Smith and they had one daughter, Helen Melville.

It is believed that Captain Smith considered retirement before accepting command of the Titanic.

Captain Smith was in bed when the ship collided with an iceberg. He was woken up by the sound of the collision and was told what had happened by William Murdoch, the First Officer.

Smith has been criticised for failing to properly manage the evacuation of passengers. He knew that the ship was going to sink, but he didn't pass this information on to all of his officers.

Very little is known about what Captain Smith did in time between the Titanic colliding with the iceberg and sinking.

It is also unclear how Smith lost his life. Most historians believe that he locked himself in the wheelhouse and went down with his ship, but some of the survivors claimed to have encountered him when he passed an infant child into a lifeboat from the water. His body was never recovered.

Legend has it that the final words to his crew were 'Be British', but this is probably not true.

A statue of Captain Smith stands in Beacon Park, Lichfield.

More Facts About Captain Smith

He has been portrayed by many different actors over the years. According to Smith's daughter, Helen Melville (Mel), Laurence Naismith, the actor who played Smith in A Night to Remember, looked very much like her father. Bernard Hill took on the role of Captain smith in the 1997 movie Titanic directed by James Cameron.

Captain Smith was 62 when he died in 1912.

What next? Discover some facts about the Titanic.

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Titanic Captain Edward John Smith: Facts and Information - Primary Facts

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Here are ten facts about Edward John Smith, the Captain of RMS Titanic who lost his life when the ship sank in 1912 after hitting an iceberg. Edward John Smith was born on 27th January 1850 in Hanley, Staffordshire. He joined the White Star Line in 1880 and worked his way up to commanding the [...]

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Icebergs are large chunks of ice that break off from glaciers

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Detailed RMS Titanic deckplans. Explore the design of the Titanic in high resolution deckplans.

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After the sinking of the on April 15, 1912, the great ship slumbered on the floor of the Atlantic Ocean for over 70 years before its wreckage was discovered. On September 1, 1985, a joint American-French expedition, headed by famous American oceanographer Dr. Robert Ballard, found the Titanic over two miles below the ocean's surface by using an unmanned submersible called Argo. This discovery gave new meaning to the Titanic's sinking and gave birth to new dreams in ocean exploration.

The Titanic's Journey

Built in Ireland from 1909 to 1912 on behalf of the British-owned White Star Line, the Titanic officially left the European port of Queenstown, Ireland, on April 11, 1912. Carrying over 2,200 passengers and crew, the great ship began its maiden voyage across the Atlantic, headed for New York.

The Titanic carried passengers from all walks of life. Tickets were sold to first-, second-, and third-class passengers-the latter group largely consisting of immigrants seeking a better life in the United States. Famous first-class passengers included J. Bruce Ismay, the managing director of the White Star Line; business magnate Benjamin Guggenheim; and members of the Astor and Strauss families.

The Sinking of the Titanic

Only three days after setting sail, the Titanic struck an iceberg at 11:40 p.m. on April 14, 1912, somewhere in the North Atlantic. Although it took the ship over two and a half hours to sink, the vast majority of the crew and passengers perished due to a significant lack of lifeboats and improper use of those that did exist. The lifeboats could have held over 1,100 people, but only 705 passengers were saved; nearly 1,500 perished the night the Titanic sank.

People around the world were shocked when they heard that the "unsinkable" Titanic had sunk. They wanted to know the details of the disaster. Yet, however much the survivors could share, theories about how and why the Titanic sank would remain unsubstantiated until the wreckage of the great ship could be found. There was just one problem-no one was sure exactly where the Titanic had sunk.

An Oceanographer's Pursuit

For as long as he could remember, Robert Ballard had wanted to find the wreckage of the Titanic. His childhood in San Diego, California, near the water sparked his life-long fascination with the ocean, and he learned to scuba dive as soon as he was able. After graduating from the University of California, Santa Barbara in 1965 with degrees in both chemistry and geology, Ballard signed up for the Army. Two years later, in 1967, Ballard transferred to the Navy, where he was assigned to the Deep Submergence Group at the Woods Hole Oceanographic Research Institution in Massachusetts, thus beginning his illustrious career with submersibles.

By 1974, Ballard had received two doctoral degrees (marine geology and geophysics) from the University of Rhode Island and had spent a lot of time conducting deep-water dives in Alvin, a manned submersible he helped design. During subsequent dives in 1977 and 1979 near the Galapagos Rift, Ballard helped discover hydrothermal vents, which led in turn to the discovery of the amazing plants that grew around these vents. Scientific analysis of these plants led to the discovery of chemosynthesis, a process in which plants use chemical reactions rather than sunlight to get energy.

However many shipwrecks Ballard explored and however much of the ocean floor he mapped, Ballard never forgot about the Titanic. "I always wanted to find the Titanic," Ballard has said. "That was a Mt. Everest in my world-one of those mountains that had never been climbed."*

Planning the Mission

Ballard wasn't the first to try to find the Titanic. Over the years, there had been several teams that had set out to find the wreckage of the famous ship; three of them had been funded by millionaire oilman Jack Grimm. On his last expedition in 1982, Grimm had taken an underwater picture of what he believed to be a propeller from the Titanic; others believed it was only a rock. The hunt for the Titanic was to continue, this time with Ballard. But first, he needed funding.

Given Ballard's history with the U.S. Navy, he decided to ask them to fund his expedition. They agreed, but not because they had a vested interest in finding the long-lost ship. Instead, the Navy wanted to use the technology Ballard would create to also help them find and investigate the wreckage of two nuclear submarines (the USS Thresher and the USS Scorpion) that had been mysteriously lost in the 1960s.

Ballard's search for the Titanic provided a nice cover story for the Navy, who wanted to keep their search for their lost submarines a secret from the Soviet Union. Amazingly, Ballard maintained the secrecy of his mission even as he built the technology and used it to find and explore the remains of the USS Thresher and the remains of the USS Scorpion. While Ballard was investigating these wreckages, he learned more about debris fields, which would prove crucial in finding the Titanic.

Once his secret mission was complete, Ballard was able to focus on searching for the Titanic. However, he now had only two weeks in which to do it.

Locating the Titanic

It was late August 1985 when Ballard finally began his search. He had invited a French research team, led by Jean-Louis Michel, to join this expedition. Aboard the Navy's oceanographic survey ship, the Knorr, Ballard and his team headed to the likely location of the Titanic's resting place-1,000 miles due east of Boston, Massachusetts.

While previous expeditions had used close sweeps of the ocean floor to search for the Titanic, Ballard decided to conduct mile-wide sweeps in order to cover more area. He was able to do this for two reasons. First, after examining the wreckage of the two submarines, he discovered that ocean currents often swept lighter pieces of the wreck downstream, thus leaving a long debris trail. Secondly, Ballard had engineered a new unmanned submersible ( Argo) that could explore wider areas, dive deeper, stay underwater for many weeks, and deliver crisp and clear pictures of what it found. This meant that Ballard and his team could stay on board the Knorr and monitor the images taken from Argo, with the hopes that those images would capture small, man-made pieces of debris.

The Knorr arrived in the area on August 22, 1985, and began sweeps of the area using Argo. In the early morning hours of September 1, 1985, the first glimpse of the Titanic in 73 years appeared on Ballard's screen. Exploring 12,000 feet below the ocean's surface, the Argo relayed the image of one of the Titanic's boilers embedded within the sandy surface of the ocean's floor. The team on the Knorr was ecstatic about the discovery, although the realization that they were floating atop the graves of nearly 1,500 individuals lent a somber tone to their celebration.

The expedition proved to be instrumental in shedding light on the Titanic's sinking. Prior to the discovery of the wreckage, there was some belief that the Titanic had sunk in one piece. The 1985 images did not give researchers definitive information on the ship's sinking; however, it did establish some basic foundations that countered early myths.

Subsequent Expeditions

Ballard returned to the Titanic in 1986 with new technology that allowed him to further explore the interior of the majestic ship. Images were collected that showed the remains of the beauty that so captivated those who had seen the Titanic at its height. The Grand Staircase, still-hanging chandeliers, and intricate iron-work were all photographed during Ballard's second successful expedition.

Since 1985, there have been several dozen expeditions to the Titanic. Many of these expeditions have been controversial since salvagers brought up several thousand artifacts from the ship's remains. Ballard has been widely outspoken against these efforts, claiming that he felt the ship deserved to rest in peace. During his two initial expeditions, he decided not to bring any discovered artifacts to the surface. He felt that others should honor the sanctity of the wreckage in a similar fashion.

The most proliferate salvager of Titanic artifacts has been RMS Titanic Inc. The company has brought many notable artifacts to the surface, including a large piece of the ship's hull, passenger luggage, dinnerware, and even documents preserved in oxygen-starved compartments of steamer trunks. Due to negotiations between its predecessor company and the French government, the RMS Titanic group initially could not sell the artifacts, only put them on display and charge admission to recoup expenses and generate profit. The largest exhibition of these artifacts, over 5,500 pieces, is located in Las Vegas, Nevada, at the Luxor Hotel, under the direction of the RMS Titanic Group's new name, Premier Exhibitions Inc.

Titanic Returns to the Silver Screen

Although the Titanic has been featured in numerous films through the years, it was James Cameron's 1997 film, Titanic, that stimulated massive, worldwide interest in the ship's fate. The movie became one of the most popular films ever made.

The 100th Anniversary

The 100th Anniversary of the sinking of the Titanic in 2012 also fueled renewed interest in the tragedy, 15 years after Cameron's film. The wreckage site is now eligible to be named a protected area as a UNESCO World Heritage site, and Ballard is also working to preserve what remains.

An expedition in August 2012 revealed that increased human activity has caused the ship to break down at a faster rate than previously expected. Ballard came up with a plan to slow the process of degradation-painting the Titanic while it remains 12,000 feet below the ocean's surface-but the plan was never implemented.

The discovery of the Titanic was a momentous accomplishment, but not only is the world conflicted about how to care for this historical wreck, but its existing artifacts could also now be in jeopardy. Premier Exhibitions Inc. filed for bankruptcy in 2016, asking permission from the bankruptcy court to sell the Titanic's artifacts. As of this publication, the court has not made a ruling on the request.

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How Did Robert Ballard Find the Sunken Titanic?

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After the Titanic sunk in 1912, it remained lost at the bottom of the Atlantic Ocean for 73 years. Robert Ballard found it in 1985.

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Breaking News, Analysis, Politics, Blogs, News Photos, Video, Tech Reviews - TIME.com

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25 years ago, Robert Ballard discovered the most famous shipwreck in all history. TIME takes a look at what has happened since

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Dr. Robert Ballard couldn't sleep. It was the early morning of September 1, 1985, and the 43-year-old oceanographer was lying in his bunk aboard the research vessel Knorr. Ballard had led the ship to the North Atlantic in search of the long-lost wreck of Titanic, but despite combing the seafloor for more than a week, his team's camera-outfitted robot had yet to find anything other than miles of sand and sediment. With only a few days left before the mission ended, he was beginning to worry the iconic "Ship of Dreams" might never be found.

Stephen Osman/Los Angeles Times via Getty Images

The Discovery of the Titanic Wreck

As Ballard tried to distract himself with a book, the Knorr's cook appeared and said the on-duty watch team had called for him. Ballard pulled a jumpsuit over his pajamas and dashed to the ship's control van. When he arrived, his colleagues replayed what had just appeared on their robot's live video feed of the seafloor. The footage was dim and grainy, but the metal object it showed was unmistakable: one of Titanic's boilers. Ballard and his crew erupted with cheers and applause. Someone opened a bottle of champagne for a toast, but the mood suddenly darkened after they noticed that it was nearly 2:20 a.m.-the exact time the ocean liner had sunk and taken more than 1,500 passengers and crew to their deaths. The thought of it hit Ballard like a shock. "We were embarrassed we were celebrating," he later told 60 Minutes. "And all of a sudden we realized that we should not be dancing on someone's grave."

By the time of the crew's discovery, 73 years had passed since the Titanic left on its doomed maiden voyage to New York. After the liner sank, would-be treasure hunters had proposed using everything from electromagnets to nylon balloons to raise it from the depths. The only problem was that no one knew where it was. Titanic had continued to drift after last reporting its location in a distress call, leaving explorers with a search area that spanned hundreds of miles. Several missions had set off to look for its watery grave. All of them-including a 1977 expedition led by Ballard-had come home empty-handed.

Ballard's second search attempt had been in the works since the early 1980s, when he asked the U.S. Navy to fund the development of the Argo, an unmanned camera sled that could be towed behind a surface ship at depths of up to 20,000 feet. The Navy balked at footing the bill for a Titanic search, but they were interested in using Ballard's new robot to survey the wrecks of the U.S.S. Thresher and Scorpion, two nuclear submarines that had been lost in the Atlantic in the 1960s. The two parties eventually came to a compromise: if Ballard could successfully locate and map the two sunken subs, he could use whatever time he had left to look for Titanic.

A Top-Secret Expedition

Since the United States was still embroiled in the Cold War, the operation was kept top-secret. Ballard was given special instructions and put on active duty as a Naval officer, but as far as the rest of the world was concerned, he was simply an oceanographer on a search for Titanic. It wasn't until the 2000s that the mission's military agenda was fully declassified.

Ballard began his clandestine expedition by photographing Thresher in the summer of 1984. The following year, he and a team from the Woods Hole Oceanographic Institution returned to the Atlantic and tracked down the wreck of Scorpion off the coast of the Azores. Ballard knew the Navy mission would leave him with precious little time to seek out Titanic, so he asked the French Research Institute for Exploitation of the Sea, or IFREMER, to partner with him.

In July 1985, the French research vessel Le Suroit began scouting the area where Titanic was believed to have sunk. Using a technique known as "mowing the lawn," expedition leader Jean-Louis Michel towed a side-scan sonar system back and forth across the search zone in the hope of detecting large metal objects on the seafloor. Despite trawling the Atlantic for five weeks, the sonar failed to uncover any promising leads. The job of finding Titanic fell to Ballard and the crew of Knorr, who had just wrapped up their survey of Scorpion.

Ralph White/Corbis/Getty Images

Ballard's military project left him with just 12 days to look for Titanic, but it had also given him an idea for a new search technique. While photographing Thresher and Scorpion, he'd noticed that the current had carried small bits of wreckage from the ships as they fell to the seafloor, creating a long chain of debris. With this in mind, he decided not to search for Titanic's hull. Instead, he would use Argo to scour the bottom for its much larger debris trail, which might stretch as far as a mile. Once he found it, he could use it to track down the ship itself.

The new approach allowed Ballard to expand the search area and move through it in a much wider pattern. Rather than "mowing the lawn" with sonar, he dragged Argo along the seafloor and monitored the live video feed from its onboard cameras. Seven people were needed to keep the submarine and Knorr in synch and analyze all the data, and the crew worked in shifts to keep the watch going around the clock. After several grueling days, they were rewarded with the sight of riveted hull plates and the telltale boiler. Argo continued stalking the debris trail, and the following morning, Titanic's bow came looming out of the inky depths.

Weather Forces Hasty Work Documenting the Wreck

For Ballard, the discovery came with mixed emotions. "It was one thing to have won-to have found the ship," he later wrote. "It was another thing to be there. That was the spooky part. I could see the Titanic as she slipped nose first into the glassy water. Around me were the ghostly shapes of the lifeboats and the piercing shouts and screams of people freezing to death in the water." As many had long suspected, Titanic had broken in two as it sank to the bottom. Its bow sat upright and was still surprisingly intact. The more heavily damaged stern lay some 400 meters away.

Ballard and his crew scrambled to document the wreck with both Argo and Angus, another unmanned submarine designed to take still photographs. The shots revealed large sections of Titanic's hull and mast, including the crow's nest where the fatal iceberg had first been spotted. Several of the hatches had been torn off, and a missing skylight allowed a tantalizing glimpse down into where the ship's "grand staircase" had once been located. The large debris field included pristine china plates, pieces of furniture and even an unopened case of champagne. Sea scavengers had long since consumed any human remains. The only remnants of the victims were the many pairs of leather shoes still lying on the sandy bottom.

Just four days after they laid eyes on Titanic, stormy weather forced the crew to pack up their supplies and steer Knorr toward home. Dozens of scientists would later study the site more thoroughly, including Ballard, who returned the following summer to get a firsthand glimpse of the wreck from inside a manned submersible called Alvin.

In the meantime, photos of the momentous discovery were splashed on the front pages of newspapers across the globe, and an army of reporters and television cameras greeted Knorr when it docked in Massachusetts. Ballard, who would later become a fierce opponent of attempts to salvage artifacts from Titanic, used his first press conference to stress the need for the wreck to be treated with reverence.

"The Titanic lies now in 13,000 feet of water on a gently sloping alpine-like countryside overlooking a small canyon below," he said. "There is no light at this great depth and little life can be found. It is a quiet and peaceful place-and a fitting place for the remains of this greatest of sea tragedies to rest. Forever may it remain that way."

In February 2023, 80 minutes of never-before publicly seen underwater video of the underwater discovery was released by the Woods Hole Oceanographic Institution. The footage was captured by cameras in a three-person research submersible named Alvin and the remotely operated Jason Jr. in July 1986. Ballard and two pilots were inside Alvin as the team explored the long-lost ship.

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The Real Story Behind the Discovery of Titanic's Watery Grave

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Dr. Robert Ballard couldn't sleep. It was the early morning of September 1, 1985, and the 43-year-old oceanographer was lying in his bunk aboard the research vessel Knorr. Ballard had led the ship to the North Atlantic in search of the long-lost wreck of Titanic, but despite combing the seafloor for more than a week, his team's camera-outfitted robot had yet to find anything other than miles of sand and sediment.

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Search America's historic newspaper pages from 1770-1963 or use the U.S. Newspaper Directory to find information about American newspapers published between 1690-present. Chronicling America is sponsored jointly by the National Endowment for the Humanities external link and the Library of Congress. Learn more

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fom Agincourt with all the opportunities opportunitiesfor
for military display which such an event eventaffords eventaffords eventaffords
affords affordsThe affordsThe affordsThe
The close of the wars of the Roses is isBhovn Ishown Isshown
shown by the return of King Henry VII VIIafter YIIafttr VIIafter
after the defeat and death of Richard at atBosworth atBosworth atEasworth
Bosworth Field Then the dawn of the theera thera theera
Eng era ra of great discoveries the Merrle Eng England EngIan ¬
land Ian of the early years etlrs of Henry VIIIsreign VIIIs VIIIsreign VIIIsrellP1
reign and the spacious days of GreatEliabeth Great GreatElizabeth GreatEHzabeth
Elizabeth which hleh follow are all to be pre prefer prefented prerented ¬
rented fer ted in turn turnIn turnIn turnIn
In its later history London becomes becomesmore becomesMort becomesr7ore
more drab but there is yet 3 et a Ii strong strongappeal stron stronappeal strongappeal
appeal to be made through the eye The Thethird Thethird Thethird
third and concluding eoneludln part of the pageant pageantleaving pageantIpaving pageantleaving
leaving Shakespeare Shake petlre and his players at atthe atthe t tthf
the Globe Theater Theaterto to be accurately rep represented represlntedwlll representedwill ¬
resented reslntedwlll will indicate the foundation fOQndaU n of ofthe ofthe ofthe
the East India Company with tae return returnofCapL returnoCapL returnof
ofCapL of Capt LancasterScenes Lancaster LancasterScenes LancuterScencll
Scenes from VirginiaThe Virginia VirginiaThe IrflnlnThe
The central episode in the subsequent subsequentbeginnings sub subsequentbeginnings equent equenthpglnnlngs
beginnings of the empire yill be found foundin foundIn foundin
in the connection of Virginia and the thenfw thenfW thenew
nfw colony with the city exemplified by bythe bythe bythe
the masque given in honor of PrincessPocahontas Princess PrincessPooahontas PrincessPocahontat
Pocahontas the famous Red Indian Indian prin princess prlnSS princess ¬
cess SS who was married to an English Englishman Englishman Englishpan ¬
man manPlague manPlague panPlague
Plague and fire depict the naming of ofold ofoM ofold
old London and with closing eJo ing scenes of ofthe oftt oftle
the capture of Quebec and the death of ofWolfe ofolfe ofWolfe
Wolfe olfe and Montcalm of Capt Cook leav leaving lelLving leaving ¬
ing Deptford on an expedition to the theSouth theSouth theSouth
South Seas and of the nagging of Na Napoleon NIQlffin Napoleon ¬
poleon Qlffin the pageant comes to o an end with withan withnn withan
an allegorical tableau depicting < < the thegathering thegathering thegathering
gathering of the colonies around the themother themother themother
mother countryNULLS country countryNULLS countryNULIS
NULLS POWER OF EXPLOSIVE EXPLOSIVEParis
a
Paris Jan 22 22An 2 An n Important invention inventionaffecting inventionatrNting inventionaffecting
affecting warfare Is recorded to the credit creditof creditIf creditof
of If Prof Turpin the Inventor nv6ntor of melinite melinitethe mellnltethe melinitethe
the explosive mainly used by the French Frencharmy French2rm Frenchsrmy
army 2rm and ant navy navyBy navyBy navyBy
By his method floating mines may ma be beautomatically beautomatically beautomatically
automatically rendered harmless whey wheytiiey wheyt wheythey
they t 1e accidentally aceldentall break away from their theirmoorings theirmoorings theirmoorings
moorings mooringsThe mooringsThe
The invention im entiori I is likely to be of the theprotest thogratest thegrratest
protest value In preventing disasters to toiwrchant toIHf tomerchant
merchant IHf rhant vessels ves ols in the time of war The Theidea ThehIta TheIdea
idea is also applicable to torpedoes which whichould whichtould whichWould
Would ould be rendered incapable IlKap ble of doing dam damage damage damage ¬
age after two hours immersion In the thewater thewater thep
p water
Classified < < l by Bye and Ear EarRome EnrRome EarRome
Rome Jan 22 Prof Ugo Plzzoll an anItalian anItalian anItalian
Italian pedagogue has discovered that thatschool thatfIhool thatschool
school children may be divided into two twopsychological twopsychological twopsychological
psychological classes oIas S which he calls the theoptical theoptical theoptical
optical and the auricular The first class classembraces classembraces classembraces
embraces those who gain their strongest strongestimpressions strongestfmpr strongestimpressions
fmpr impressions lons by sight and the other by the theea theear
ea ear
1 1U
U Ui u uIN
IN NO MANS i LAND LANDThe LANDThe LANDThe
The man who hit Bill Patterson from his lookout on on high re remarked remarked remarked ¬
marked Some stranger coming here methinks I do descry descrycome descrycome escry escrycome
come hither Mistress RIistressGunness Gunness your eyes are clear and bright brightlike brightlike i i1ike
like hawks I Iswowwhat swow what thinkest thou of this approaching approachingwight approachingwight approachingw
wight w lght lghthis She gazed for many minutes minutes and cried Im 1 at a loss losshis losshis
his likeness to determine determinecome come hither Charlie Ross I I Then ThenCharlies ThenCharlies ThenCharlies
Charlies eagle vision took in the distant plains I fear me its an anagent anagent anagent
agent what think you Thornton Hains He beareth many bun bundles bundles bundies ¬
dles and grips and other traps he may be selling razors or atlases at atlases atlases ¬
lases on qrmaps maps Meanwhile the weary weary eary stranger pressed on his hisrocky hislocky hisrocky
rocky Way ay his eyes were full of sorrow his face was stern and andgray andgray andgray
gray and as the shadows gathered he came to No Mans Inn InnWhat InnI innWhat
What would you quoth Dame D me Gunness with most forbidding forbiddinggrin forbiddinggrin forbiddinggrin
I grin I need n ed no patent mousetrap I would not buy a beok Fear Fearnot FearI FearnQt Fear11Qt
I
not replied the stranger for I am Dr DrCook Cook Im weary wear from frommy frommy frommy
my journey where perils did abound here with me are the rec records records records ¬
ords of lands I havent found and photographs of mountains that thatI
I have never seen and poles and parallaxes that dont exist I Iween Iween Iween
ween We Ve have a reputation we must m st maintain old hoss 1 And Andshoo Andshoo Andshoo
shoo cried Mrs Gunness and shoo cried Charlie Ross RossCfcpyrijfc RossCopjJilh Rosscopmaht
Cfcpyrijfc 1918 br Geoore Matthew Adam VALT MASON 1IAsoxU
U U
SHIPS TO BE LARGEST LARGESTVessels LARGESTV LARGESTVessels
Vessels V e sels Under Construction Constructionin
in Belfast l e1fast to Surpass All AllFOE AllFOR AllFOR
FOR TRANSATLANTIC SERVICE SEEVICEOlympic SERVICEOlnplc SERVICEOlympic
Olympic and Titanic Will Have Ton Tonnnsre TGDnn Tonnnge
nnsre nn e Twice as Great an the Maure Maureiania Mauretania Iaureinnln
tania and Lnnitanla and Former FormerWill FormerWill
Will 111 He Ready Rend for Launching In InAnjfimt InAngulltOther inAugustOther
Anjfimt AngulltOther Other Year Later LaterLondon LaterLondon LaterLondon
London Jan 22Whl1e 22 While the navy 1Ml departments de departments deJHlrtments ¬
partments of various governments are aretrying aretrying aretrying
trying to outdo each eachot other In the building buildingof
of mammoth battle ships the transAt transAtlantic transAtlanUc transAtlantic ¬
lantic companies are not IdltS IdltSGreat Idl IdlGreat idit iditGreat
Great strides are being made at Harland Har Harland Harland
land Wolffs shipyards in Belfast in intKe InUie intire
tire construction of the two White Star Starleviathans Starleviathans Starleviathans
leviathans Olympic and Titanic which whichare whichare whichare
are to surpass in tonnage and size the theMauretania therauretanla titeMauretania
Mauretania and her sister ship the Lust Lusitania Lusltanla Lusttania
tania taniaThe tanlaThe taniaThe
The Olympic will be ready for launch launching launching launching
ing In August and the Titanic at the end endof endof endof
of next year eftr The following are the thedimensions thedimensions thedimensions
dimensions of each vessel compared with withother withother
other gigantic liners
Length LengthTonmzB Le1IgtllTG9Me LeiiethTonsaa
TonmzB in feet feetOtjMpie feetObpic feetotnaic
OtjMpie 6000 601 + 18 HO 140narie 0 0TUufe
TUufe 11 6009 SO SO1MInICaI 110alurecsak 40 40MmtroUwbi
MmtroUwbi 1MInICaI a 31933 n9J ltd ltdLsMtaela TECLmtaMfe 7eeLMta
LmtaMfe LMta < v 31I60 7C 7CAdriatic 7S 7Se TicAdriatic
Adriatic e 4J5U I 1511 l J09 J09Iteitie i iBut 709liskie < <
Iteitie c 236 m mBut 8 8But
But it is in the appointments of the new newvessels newvessels
vessels v els that the greatest interest centers centersThey centersThey
They are not to be built for speed but butJfor buttor butfor
for the comfort and convenience of passengers pas passengers p5seng ¬
sengers seng sengers rs
sengersFive
Five Thousand Passenger PassengerThere IasscngersThere
There will bee greater deck and cabin cabinspace cabinspace cabinspace
space Each ship will be able to carry carry5k
5000 persons and the crew of each will willnumber willnumber 111 111number
number 600 600The 600The O0The
The ships will be floating hotels hotelsThey hotelsThe hotelsThey
They The are the first liners to afford their theirpatrons theirpatrons theirpetronsthe
patrons petronsthe the luxuries of a a swimming bath bathsufficiently bathsufficiently bathsufficiently
sufficiently deep to permit of diving divingCabins divingCabins divingCabins
Cabins aro to be constructed with private privateshower privateshower privateshower
shower and slipper baths bathsA bathsA bathsA
A commodious and wellappointed gym gymnasium gmna gymnasium ¬
nasium na tum is to give voyagers an opportu opportunity opportunity opportunity ¬
nity for daily exercise while spacious spaciousplayrooms spacIousplrooms spaciousplayrooms
playrooms decorated with panels repre representing representing represeating ¬
senting fairy fa I rJ tales and popular fables fableswill fableswill fableswill
will be provided for the children childrenDrawingrooms chUdronDrawlngrooms childrenDrawingrooms
Drawingrooms smokingrooms and a alibrary 2 2lIbrnry alibrary
library are to be at the disposal of the thevoyagers theotagers thevoyagers
voyagers One of the decks will be de devoted devoted devoted ¬
voted to an extensive ballroom and andaltould andIIhould andshould
should the fashion prevail a large skat skatIng skatIng skating
Ing rink will tys provided providedIn
In a sentence passengers may skate skatedance skatedance skatedance
dance smoke swim and dive and prac practice prnctice practice ¬
tice the arts of physical culture at their theirwill theirwill theirwill
will willThere
There are of course to be many din diningrooms dInIngrooms diningrooms ¬
ingrooms The principal one which is isto Isto isto
to be elaborately decorated will seat no nofewer nofewer nofewer
fewer than 800 00 This is to be the most mostcommodious mostcommodious mostcommodious
commodious apartment on the ship shipCOMING shipCOMING shipCOMING
COMING WITH YSOBEL YSOBELMnAcnfrnlN YSOBELcognl YSOBELMascagnis
MnAcnfrnlN cognl New Play PIn to Be Produced Producedin
in America AmericaHomo AnH AmericaRome rlca rlcaRonlO
Homo Jan 21 A new opera op ra by Mas Masc Mascagni 8S 8Scagnl
c cagnl gni is to be produced next n t December D ember in inAmerica InAmorlca inAmerica
America Mascagni who has just signed signeda
a contract with Liebler Co will him himself hlmsel himself ¬
self sel go to the United States to superin superintend superintend superintend ¬
tend rehearsals and conduct performances performancesThe
The title of the new opera is Ysobel uYsobelthe Ysobelthe Ysobelthe
the story being founded on Tennysons Tennysonspoem Tennysonspoem Tennysonspoem
poem Godiva adapted by b Librettist LibrettistLuigi LibrettistLuigi LibrettistLuigi
Luigi Illica IllicaIt IlUcaIt IllicaIt
It Is said the contract Mascagni has hassigned hassigned hassigned
signed involves the largest fee ever paid paidas paids paidas
as s royalty for a musical work and the thelargest thelargest thelargest
largest salary ever paid to a composer composerto
to act as musical director directorKAISER directorKAISER directorKAISER
KAISER SHOWS DISFAVORBerlin DISFAVOR DISFAVORBerlin DISFAVORBerlin
Berlin Jan 22Tho 21 Tho Kaiser did not at attend attend attend ¬
tend the recent marriage of the reigning reigningGrand reigningGrond reigningGrand
Grand Duke of SaxeWeimar Sa eVelmar with Ilh thePrincess the thePrincess thePrlnce
Princess Prlnce of SaxeMelningen His absence absencewas absencewas absencewas
was due it is said to the circumstance circumstancethat circumstancethat circumstancethat
that the brides father Duke George II IIof IIor IIof
of SaxeMeinlngen s xe Ieinlngen has a morganatic morganaticwife morganaticwife morganaticwife
wife Helene Franz who was once an anactress anactress anactress
actress and was born of commoners al although although although ¬
though she was made Baroness von on Held Heldburg Heldburg Heldburg
burg on the day she married the duke dukeNow dukeNow dukeNow
Now the Kaisers own sister Princess PrincessCharlotte PrincessCharlotte PrincessCharlotte
Charlotte married Prince Bernard the theeldest theeldest theeldest
eldest son of Duke George and she meets meetsthe meetsthe meetsthe
the baroness as the wife of her fatherin fatherinlaw fatherInlaw fatherinlaw
law Duke George who Is eightyfour eightyfourhas elght tour tourhas
has been unable to secure full recogni recognition recognition recognition ¬
tion of his morganatic wifes position so sothat sothat sothat
that the baroness at tho wedding walked walkedalone walkedalone walkedalone
alone In the rear of the royal procession processionInto processioninto processioninto
Into the chapel following many young youngprinces youngprinces youngprInces
princes and princesses princes es instead of walk walking walkIng walking ¬
ing at the head of the procession beside besideher besideher besideher
her husband to whom she had been mar married married married ¬
ried nearly thirtyseven years yearsThe yearsThe yearsThe
The duke was so so annoyed anno ed at the Kais Kaisers Kalsers Kaisers ¬
ers absence that when the newspapers newspapersannounced newspapersannounced newspapersannounced
announced that the Emperor would not notattend notatte notattend
attend atte d the wedding an official communi communication communication communication ¬
cation was Issued to the press from the theducal theducal theducal
ducal palace stating that the Emperor Emperorhad Emperorhad Emperorbad
had not been invited
VIOLIN PLAYING IS BLAMED BLAMEDvnture BLAMEDPhyaieian BLAMEDPbT
PbT Phyaieian iclan Declare It Leads to Cnrvatnre Cnr Cnrntnre
vnture of the Spine SpineLondon SpineLondon SpineLondon
London Jan 22Vlolln 21 Violin playing accord according accordIng according ¬
ing to a lecture l ture by b Dr Alfred H HTubby HTubbyof Tubby Tubbyof Tubbyor
of the Westminster Hospital Ho pUal Is largely largelyresponsible largelyrosponslblo largelyresponsible
responsible for curvature of tho spine spineA spineuA spineA
uA A large number of girls about the age ageof ageof ageof
of fourteen develop curvature of the spine spineof spineot spineof
of vary varying varyingextent Ing extent says the doctor Some Someof Someof Someof
of these curvatures are due to bad posi positions positions positions ¬
tions in sitting and standing others to tothe tothe tothe
the fact that the muscular system is not notsufficient notsufficient notsufficient
sufficient to keep the spine upright during duringthe duringthe duringthe
the fatigues incidental Incidental to school life but butI butI butI
I am convinced from what I have s Men Menthat menthat en enthat
that of all the pernicious positions in inmany Inmant inmany
many girls that assumed umed in playing the theviolin theiolin theiolin
iolin Is the worst worstThe worstThe worstThe
The doctor also blames hockey playing playingby pIa playingby ring ringby
by girls and the position generally adopt adopted adopted adopted ¬
ed in learning to write writsTALKS writeTALKS writeTALKS
TALKS WITH SULTAN EXILE EXILEEnglish EXILEEnglish EXILEEnglish
English Journalist Finds Abdul AbdulHamid AbdulHamid AbdulHalnid
Hamid Care Free PreeLooks FreeLoolu FreeLooks
Looks Younger and Liven Eni Easy y in inHis InJIb Inills
His Villa ilia Prison I hlon nt Snloniki Snlonikithe Slllonlklthe Setlonikithr
the Writer rlter Says SaysLondon SnysLondon SaysLondon
London Jan 22 2An An English corre correspondent correispondent correspondent
spondent who has bean allowed the un unusual unusual unusual ¬
usual privilege of visiting exSultan Ab Abdul Abdul Abdul ¬
dul Hamid in his villa 1I1a prison at Saloniki Saloniktwrites Salonikiwrites SaJonlklwrites
writes that he found the former ruler of ofthe of ofthe ofI
the faithful looking ten years younger youngerthan youngerthan oungerthan
I
than his latest photographs and evidently evidentlyIn
In splendid health His former nervous nervousness nervousne nervousnoes ¬
ness ne s and fear fear of assassination have dis disappeared dlsappeared disappeared ¬
appeared entirely but he still dreams of ofreturning ofreturning ofreturning
returning to his old power Ho sleeps sleepswell sleePilweU sleepswell
well takes walks in the beautifulpark beautifulparkaccompanied beeuUfulpnrkaccompanied beautifulparkaccompanied
accompanied by his two sons and for forsome torsome forsome
some hours every day works as an amateur ama amateur amateur ¬
teur carpenter carpenterHe carpenterHo carpenterHo
Ho likes to have tales told him after afterthe afterthl afterthe
the thl manner of or the Arabian Nights Xf hts and andshows andshows andshows
shows a 8 preference for the adventures of ofHovja ofHoja ofHovja
Hovja VassrEddin Vassr Eddin whilo now and then thenho thenhe thenho
ho reads a Turkish newspaper newspaperIn
In the same villa ma with him are living livinghis livinghis livinghis
his two sons son two daughters d ughter5 and eleven elevenof elee eleeof elevenof
of thewomen of his former harem The Thehousehold Thehousehold Thehousehold
household Is waited upon by thirteen serv servants senants servants ¬
ants For housekeeping the Sultan is isallowed isaJlowed isallowed
allowed 1000 Turkish a a month but butpart butpart butpart
part of it Is kept back for some of ofhis ofhis ofhis
his former harem ladies who have re remained remained remained ¬
mained at Constantinople ConstantinopleThe
The villa Is closely guarded Inside and andout andout andout
out by a detachment of infantry infantr and one oneof oneor oneof
of gendarmes besides a number of po policemen policemen policemen ¬
licemen all commanded by officers who whoare whoarc whoare
are being constantly changed There is isa Isa isa
a a telephone from the villa to the nearest nearestpolice nearestpolice nearestpolice
police station and to the headquarters of ofthe orthe ofthe
the third army arm corps Thus it may be beassumed beassumed beassumed
assumed that the exSultans life now nowpasses nowpasses nowpasses
passes monotonously monotonousl and quietly enough enoughThe enoughThe enoughThe
The reports of his attempts a at night flightwere nightwere lght lghtwere
were unfounded and though It t Is likely likelyenough likelyenough likelyenough
enough that he would like to escape e ape It is isImpossible IsImpossible IsImpossible
Impossible for him to do so without the theassistance theassistance theassistance
assistance of his guards who are far too toonumerous toonumerous toonumerous
numerous and carefully selected to make makeit makeIt makeit
it possible possibleGERMANY possibleGERrrrANY possibleGERMANY
GERMANY MOKE PROSPEROUS PROSPEROUSAlmost PROSPEROUSAlmoxt PROSPEROUSAlmost
Almost Every Set of Figures Shows ShowsIncrease ShowIncreoe ShowsIncrease
Increase of Wealth WealthBerlin WealthBerlin enlth enlthBerHn
Berlin Jan 22 22Almost Almost every set of fig figures figures figures ¬
ures published In Germany bears testis testismony testimony tesUmony ¬
mony to the growth owth of wealth in Berlin Berlinif
if not In all parts of the German Empire EmpireA
A few years ago the number of million millionaires milllonl millionaires ¬
aires l res in the capital could be told off on onthe onthe onthe
the fingers of both hands today the theofficial theofficial theofficial
official income tax report shows that thatthere thatthere thatthere
there are betty between en 1200 and 1300 It Is Istrue Istru istrue
betWjen
true tru that the themillion million m 11Ion In Germany always alwaysrefers alwa alwaysrefers s sreters
refers to marks and a mark Is only equal equalto equalto equalto
to 20 cents but the evidence of advance advancein adance adanceIn
in wealth is the same whether shown in inmarks Inmarks inmarks
marks or dollars dollarsThe dollarsThe dollarsThe
The income tax authorities are too toodiscreet toodl toodiscreet
discreet dl creet to mention names but they theydescribe theydescribe theydescribe
describe the richest man in Berlin as asbeing asbeing asbeing
being possessed of a fortune of over over8o JS S 8o
500000 oooo after all deductions permitted by bylaw b blaw bylaw
law have been made Two men with withfortunes wlt11fortunes withfortunes
fortunes of 8250000 and 8000000 800 84Oo000 OOO come comenext com comnext come comenext
next A curious thing is the fact that thatowing thatowing thatowing
owing to a system of C estimating e liability liabilitypeculiar llabUitypeculiar liabilitypeculiar
peculiar to the German Income tax law lawtwo lawtwo lawtwo
two of the poorest millionaires if the theadjective theadjective theadjective
adjective may be used are returned returnedexempt returnedexemPt returnedexempt
exempt as not having the minimum minimumtaxable minimumta minimumtaxable
taxable ta able Income of
3000 marks and are areonly areonly areonly
only required to pay a sum of about J40 J40yearly y40yearly 40 40earb
yearly earb taxation under another heading headingthan headingthan headingthan
than Income IncomePaper incomePnper incomePaper
Paper Free to Employe EmployeBerlin EmployeBerlin
a
Berlin Jan 22 22A A new weekly paper paperwith paperwith paperwith
with an assured circulation circulation of 30000 3OO Q has hasmade hasmade hasmade
made its appearance at Esson Germany GermanyIt
It Is called the Kruppsche Mitteilungen Mitteilungenand
and Is distributed gratis among the em employes employas employes ¬
ployes of the great stefel ste l firm It Is Isprinted Isprinted isprinted
printed on the companysfown companys own press and andIs andIs andis
Is mainly malnl designed to be a substitute for forthe forthe forthe
the notices which used to be posted postedperiodically postedperiodically postedperiodically
periodically at various points ins IIJ the theKrupp theKruP1 theKrupp
Krupp > workshops
BIRTHS BIRTH OF F GENIUS GENIUSCALLED GENIUSCALLED GEMUSCALLED
CALLED ACCIDENT ACCIDENTNobel
Nobel Prize Winner Dissects DissectsLives DissectsLives Dissectsof
Lives LivesTALENT of Great Men MenTALENT MenTALENT
TALENT IS NOT HEREDITARY HEREDITARYProf
Prof Owt ONhnld vnld Argues that Neither Neitherthe Neitherthc Neitherthe
the Parent Nor Brother Nor Children Chil Children Children ¬
dren of Famous Scientist POMCHK POMCHKExtraordinary PoellilExtrDOrdlnnrT PosaenaExtraordinary
Extraordinary Geninn GenlultShoU Shovr Bent Bentat Dentnt Bentat
at at an Early Ale in Mont Coxes CoxesBerlin Crue CrueBerlin CasesBerlin
Berlin Jan 22How 22 How and why the world worldgets worldgets worldgets
gets Its geniuses Is the subject of a treat treatise treatise ¬
ise 1 lie entitled Great Men which Prof ProfWilhelm ProtoWilhelm ProfWilholm
Wilhelm OstwAld winner of this years yearsNobel yearsNobel yearsNobel
Nobel prize for chemistry has Just pub published published published ¬
lished It deals mainly with the underly underlying underlyIng underlying ¬
ing biological and psychological psy hologfcal prin principles principles principles ¬
ciples of research researchDr researchDr researchDr
Dr Ostwald dissects the lives and fam family tamIl family ¬
ily Il histories of all the great men of ofscience otscience ofscience
science of modern times and tries to lay laydown laydown laydown
down the general laws under which they theyattained th theyattained > y yattained
attained greatness and by which they theycarried theycarried
carried on their work The Th first question questionho questionhe questionhe
he deals with is What are the parental parentalracial par parentalracial < < ntal ntalracial
racial social and other influences under underwhich underwhich
I
which great men of science are born bornWhile bornWhile
While affirming emphatically that thatgeniuses thatgeniuses thatgeniuses I
geniuses are born Dr Ostwald denies deniesthat j jthat ithat
that genius or great talenj talel Is hereditary her dltary j jand i iand iand
and argues that neither the parents nor northe northe northe
the brothers and sisters nor the children childrenof
of famous scientists possessed genius geniusThe geniusThe geniusThe I
The birth of a genius is an accident of ofnature otnature ofnature
nature
Most from Middle Class ClassNearly Cln ClnNoorh s sNearly
Nearly all great men of science says saysProf sarsProf saysProf
Prof Cstwalu O twe spring from the middle middleclasses middlecl middleclasses
classes cl ses the three notable exceptions exceptionsCavendish excepUomCavendish exceptionsCavendish
Cavendish Boyle and Lord RaYleigh Rayielghbeing RaYleighbeing Rayleighbeing
being Englishmen They very rarely rarelyspring rarelyspring rarelyspring
spring from the working classes and andfrom andtrom andfrom
from this Dr Ostwald concludes that It Itis ItIs itle
is necessary neco sary for a great man of o research researchto
to stat sta t from a Ii certain cultured level levelotherwise levelotherlse levelotherwise
otherwise he would have to waste too toomuch toomuch toomuch
much energy enorg in the attainment of pre preliminary preUmlnary preliminary ¬
liminary knowledge knowledgeThe knowledgeThe knowledgeThe
The parents of great scientists are aretherefore arethcroore aretherefore
therefore often men who without being beinggenlue beinggenluHS beinggeniuses
genlue geniuses s have taken an interest In sci science eclenee science ¬
ence while not pursuing it as a career careerAs careerAs careerAs
As regards race Dr Ostwald holds that thata
a scientific genius can arise only in a ahighly ahighly ahighly
highly civilized race but he does not notthink notthink
think that the age of the civilization civilizationmakes cllUzationmakes civilizationmakes j
makes any difference and points out outthat outthat 1 1that
that science has been lately showing showingmore showIngmore showingmore
more vigor in Scandinavia Scandlna Ia than in inFrance InFrance inFrance
France and Italy with their much older olderculture olderculture olderculture
culture
Show Bent nt Early Age AJeThe AgeThe i iThe
The argument that great men of re rpsearch research
search are born not made is supported supportedby upportfdbr
by the fact that most great scientists scientistssbowed scientistsshowed
showed their particular bent at an early earlyage earhage earlyage
age and that many man made their most Im Important 1mportant important ¬
portant discoveries i while quite young youngNewton youngNewton youngNewton
Newton Linnaeue Helmholtz are re remarkable remarkable remarkable ¬
markable instance Accompanying this thisphenomenon thisphenomonon thisphenomenon
phenomenon Is often the premature de decline decline dedine ¬
cline of scientific genius so S that many manymen manJmen manymen
men of C research who ho made great dis discoveries drscoerie discoveries ¬
coveries before the age of thirty thlrt did didlittle didlittle didlittle
little or nothing afterward afterwardProf aCtenardProf afterwardProf
Prof Ostwald divides all men of sci science science science ¬
ence into classicists and romanticists romanticistsThe romanticistsThe romanticistsThe
The classicist works orks with the greatest greatestpains greatestp greatestpains
pains p lns at the completion of and proof of ofeach otMch ofeach
each discovery before making use of orIt ofit i iit
it whereas the romanticist impelled by b btoo bytoo I Itoo
too groat r08t a rush of ideas is inclined to topublish topublish topublish
publish his ideas too soon The best bestteachers bestteachers bestteachers
teachers of science always belonged to tothe tothe tothe
the romantic school schoolDr schoolDr schoolDr
Dr Ostwald concludes by considering consideringthe
the relation of women to science His Hisattitude Hisattitude Hisattitude
attitude is unfavorable He holds that thatduring thatduring thatduring
during the past twenty or thirty years yearsenough yearsenough cars carsnough
enough women have studied science scienceat scienceat
at universities and high schools to make makeIt
It a fair test whether they the are capable capableof capableor
of firstclass achievements In the do domain domain domain ¬
main of pure science fence and he holds that thatthe thatthe thatthe
the answer is negative negativeAMERICANISM negativcAMERICANISM negativeAMERIGANISI
AMERICANISM OR DEATH DEATHAged DEATHAged DEATHAged
I
Aged Japanese Prefers Latter and andCommits andCommits andCommits
Commits Harakiri HarakiriLeaven HarakiriLenH HarakiriLeaves
Leaven Letter Declaring Decl rluJ that West Western Western Yeatern ¬
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PREDICTIONS FOR 1911 1911BnddhaH 1911DnddhnA 1911Buddhas
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tions for the near future already recorded recordedIn
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succession and will throw out from the thebowels thebowels thebowels
bowels of the earth numerous numeroUs strange strangerelics strangerelics strangerelics
relics of the past age Many historical historicaland historicaland historicaland
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ard Smith S fth died at Lincoln aged 100 years yearsand yearss yearssand I Iand
and six months Until ten days before his hisdeath hisdeath hisdeath
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son is still alive On Christmas Day he hecelebrated hecelebr hecelebrated
celebrated celebr ted his it IMd 1 d l birthday In his youth youthJohnson JouthJohnson youthJohnson
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the country with a a circus About seventy seven seventy seventt ¬
ty tt years ago Johnson was w In China Chinawhere Chinawhere Chinawhere
where het he entered into partnership with witha withnotea
a noted Chinese acrobat Later in Eng England England England ¬
land he appeared appe re < 1 before King William WilliamIV WIlliamIV WilliamIv
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western Railroad It Is not age that has haslaid haslaid hasIaid
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the corridor carriages and wagging his histail histail
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western road roadHis roadHis roadHis
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1
RADIUM IS FOR SALE SALESecond SALESecond SALESecond
Second Gram Heady Ue2d for Shipment Shipmentfrom Shlpnt Shipmentfrom nt ntfrom
from Bohemia BohemiaVienna UohemlnYlenna BohemiaVienna
Vienna Jan 22 2Tho Tho second gram of ofradium orl3dlum ofradium
radium about one twentyeighth part HLrt of ofan oCgn ofan
an ounce has just been produced at atJoachimsthal atJoachlmsthal atJoachimsthal
Joachimsthal Bohemia and word has hasbeen hasbeen hasbeen
been sent to the Austrian state bureau bureaufor bureauOr bureaufor
for Or the sale of the commodity commodityIt If one may maycall maycall maycall
call It so without Irreverence Irreverencethat that the thequantity th4quantity thequantity
quantity named is now available for forshipment torshipment forshipment
shipment By B every eveI gram of radium pro produced produced produced ¬
duced the Austrian exchequer benefits benefitsas
as its value alue is fixed for valuation pur purposes purposes purposes ¬
poses at 2375600 2316 OO an ounce and the de demand demand demand ¬
mand far exceeds the supply supplyPure supilyPuro supplyPure
Pure radium has so far farnot not been sent sentabroad sontabroad sentabroad
abroad by the Austrian monopoly as no nosatisfactory nosaUsfacton nosatisfactory
satisfactory way 1 of packing the precious preciousmineral preciousmineral preciousmineral
mineral has yet been devised A new newmethod ne nemethod newmethod
method is being tested by which it is ishoped Ishoped Ishoped
hoped all dangerous emanations will be beprevented beprevcntec1 beprevented
prevented Men Ien of science are dally en engaged engaged engaged ¬
gaged in investigating the mysterious mysteriousproperties mysteriousproperties mysteriousproperties
properties of o the mineral at the new Ra Radium Radium Radlum ¬
dium Institute in Vienna which had to tobe tobe tobe
be built and arranged armn d in a peculiar manner man manner manner ¬
ner so as is to prevent the delicate < < electri electrical electrical electrical ¬
cal measuring apparatus from being beln die disturbed dlsurbed dieturbed ¬
turbed urbed by the radium
I

# data[].attributes.attachment_link.title
The Washington herald. [volume] (Washington, D.C.) 1906-1939, January 23, 1910, Second Part, Image 14

# data[].attributes.attachment_link.description
The Washington herald. [volume] (Washington, D.C.) 1906-1939, January 23, 1910, Second Part, Image 14, brought to you by Library of Congress, Washington, DC, and the National Digital Newspaper Program.

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The Survivors

My mother had a premonition from the very word 'GO.' She knew there was something to be afraid of and the only thing that she felt strongly about was that to say a ship was unsinkable was flying in the face of God. Those were her words."

- Eva Hart, - Titanic survivor

Being a survivor of the most famous maritime disaster of all time was in many ways a tough legacy for some to live with and in some cases, some simply couldn't, and later took their own life. The Titanic survivors carried the burden of explaining the tragedy to the world and justifying why their life was spared above others.

The great injustice of the story of survival on the Titanic was that the wealthy survived and the poor perished. Even to the point that many second and third-class women and children were sacrificed at the expense of notable and wealthy men.

"I can never understand why God would have spared a poor Finnish girl when all those rich people drowned."

- Anna Turja Lundi, Titanic survivor.

J. Bruce Ismay would survive the Titanic but was murdered by the press for his decision to place his life above those of passengers. This was exemplified at the highest manner by J. Bruce Ismay - The owner of Titanic and a man who should have accepted much responsibility for the lack of lifeboats and other cost-cutting measures that inevitably lead to the sinking of Titanic. Ismay managed to find a spot on a lifeboat and watched hundreds of paying passengers die on the morning of April 15, 1912.

J. Ismay Retired as planned from the International Mercantile Marine in June 1913. Still, the position of managing director of the White Star Lines that he hoped to retain was denied him, surviving the Titanic Disaster had made him far too unpopular with the public.

He spent his remaining years alternating between his homes in London and Ireland. Because Ismay had never had many close friends, and subsequently had few business contacts, it was mistakenly easy to assume that he had become a recluse, he did enjoy being kept informed of shipping news, but those around him were forbidden to speak of the Titanic. He died in 1937.

A Complete Titanic TEACHING UNIT

For a complete list of Titanic Survivors click here. For a great demographic breakdown of survivors of the Titanic click here.

View full-size
Madeline Astor, Aged 19, was the maiden of the richest man on board.
Madeline Astor

Madeline Astor

The maiden of multi-millionaire Jacob Astor, Madeline inherited from her husband the income from a five million dollar trust fund and the use of his home on Fifth Ave and in the Newport so long as she did not marry. In August 1912, she gave birth to a son with whom she was pregnant on the Titanic, and she named him after her husband, John Jacob Astor. She relinquished the Astor income and mansions during WWI to marry William K. Dick of New York. She had two more sons; she divorced Dick in Reno, Nevada, in 1933 to Marry Italian Prize Fighter Enzo Firemonte. Five Years later, this marriage also ended in divorce. She died in Palm Beach, Florida in 1940 at age 47.

"As I was put into the boat, he cried to me, 'It's all right, little girl. You go. I will stay.' As our boat shoved off he threw me a kiss, and that was the last I saw of him."

- Mrs Daniel Warner Marvin - On her honeymoon

The unsinkable Molly Brown

The 'Unsinkable' Molly Brown

Molly's life took a surprising turn after the sinking. Previously, her efforts to be accepted by Denver society had been unsuccessful, the Selflessness and heroism she had shown on the Titanic prompted her neighbours, for a short time, to open their doors to her.

In 1924 she was named a potential candidate for Congress. As time passed on, however, she grew increasingly eccentric. Her husband died without leaving a final will and testament, and she found herself at odds with her children over his money.

In 1932, at the age of 65, she died suddenly in New York City after a stroke. It was only after her death when she became the subject of the hit Broadway musical and film, "The unsinkable Molly Brown" That she gained some of the fame she would have so enjoyed in life.

"Not until the last five minutes did the awful realization come that the end was at hand. The lights became dim and went out, but we could see. Slowly, ever so slowly, the surface of the water seemed to come towards us. So gradual was it that even after I had adjusted the life jacket about my body it seemed a dream. Deck after deck was submerged. There was no lurching or grinding or crunching. The Titanic simply settled. I was far up on one of the top decks when I jumped. About me were others in the water. My bathrobe floated away, and it was icily cold. I struck out at once. I turned my head, and my first glance took in the people swarming on the Titanic's deck. Hundreds were standing there helpless to ward off approaching death. I saw Captain Smith on the bridge. My eyes seemingly clung to him. The deck from which I had leapt was immersed. The water had risen slowly, and was now to the floor of the bridge. Then it was to Captain Smith's waist. I saw him no more. He died a hero. The bows of the ship were far beneath the surface and to me only the four monster funnels and the two masts were now visible. It was all over in an instant. The Titanic's stern rose completely out of the water and went up 30, 40, 60 feet into the air. Then, with her body slanting at an angle of 45 degrees, slowly the Titanic slipped out of sight."

- Robert W. Daniel - Philadelphia Banker

This infographic visually represents the survival rates of each class and gender on Titanic.

"I was on the whale deck in the bow calling the watch that was to relieve when the ice first came aboard. The collision opened the seams below the water-line but did not even scratch the paint above the line. I know that because I was one of those who helped to make an examination over the side with a lantern. I went down into the engine-room at 12:40am. We even made coffee, so there was not much thought of danger. An hour later I was still working at the light engines. I heard the chief engineer tell one of his subordinates that number six bulkhead had given way. At that time things began to look bad... I was told to go up and see how things were, and made my way up a dummy funnel to the bridge deck. By that time all the boats had left the ship, yet everyone in the engine-room was at his post. I was near the captain and heard him say, 'Well boys, it's every man for himself now.'"

- Alfred White - a greaser in the engine-room

"When the Titanic struck the iceberg, I was in bed. However, for whatever reason I was awake and remember the jolt and cessation of motion. A steward knocked on the stateroom door and directed us to get dressed, put on life preservers and go to the boat deck, which we did... The steward as we passed was trying to arouse passengers who had locked themselves in for the night. Elevators were not running. We walked up to the boat deck. Al was calm and orderly. An officer was in charge. 'Women and children first,' he said, as he directed lifeboat number 11 to be filled. There were many tearful farewells. We and Uncle Jim said good-bye... The lowering of the lifeboat 70 feet to the sea was perilous. Davits, ropes, nothing worked properly, so that first one end of the lifeboat was tilted up and then far down. I think it was the only time I was scared. Lifeboats pulled some distance away from the sinking Titanic, afraid of what suction might do... As row by row of the porthole lights of the Titanic sank into the sea this was about all one could see. When the Titanic upended to sink, all was blacked out until the tons of machinery crashed to the bow... As this happened hundreds and hundreds of people were thrown into the sea. It isn't likely I shall ever forget the screams of these people as they perished in water said to be 28 degrees... At this point in my life I was being brought up as a typical British kid. You were not allowed to cry. You were a 'little man.' So as a cool kid I lay down in the bottom of the lifeboat and went to sleep. When I awoke it was broad daylight as we approached the Carpathia. Looking around over the gunwale it seemed to me like the Arctic. Icebergs of huge size ringed the horizon for 360 degrees."

- Marshall Drew Eight-year-old travelling with his Aunt and Uncle

Paul Chevre - French Sculptor & Titanic Survivor

"When our boat had rowed about half a mile from the vessel the spectacle was quite fairylike, The Titanic, which was fully illuminated, was stationary, like some fantastic piece of stage scenery. The night was clear and the sea smooth, but it was intensely cold. Presently the gigantic ship began to sink by the bows, and then those who had remained on board realized the horror of their situation. Suddenly the lights went out and an immense clamor filled the air in one supreme cry for help. Little by little the Titanic settled down, and for three hours cries of anguish were heard. As moments the cries of terror were lulled and we thought it was all over, but the next instant they were renewed in still keener accents. As for is we did nothing but row, row, row to escape from the death cries. In our little boat we were frozen with cold, having left the ship without overcoats or rugs. We shouted from time to time to attract attention, but obtained no reply. A German baron who was with us fired off all the cartridges in his revolver. This agonizing suspense lasted for many hours until at last the Carpathia appeared. We shouted 'Hurrah!' and all the boats scattered on the sea made towards her."

- Paul Chevre - French Sculpture

"As I dressed, I heard the order shouted, 'All the passengers on deck with life belts on.' We all walked up slowly with the life belts tied on over our clothing, but even then we presumed that this was merely a wise precaution the captain was taking. The ship was absolutely still, and except for the gentle, almost unnoticeable, tilt downwards, there were no visible signs of the approaching disaster. But, in a few moments, we saw the covers being lifted from the boats and the covers being lifted from the boats and the crews allotted to them standing by and uncoiling the ropes, which were to lower them. We then began to realize that it was a more serious matter than we had at first supposed. Presently we heard the order, 'All men stand back away from the boats. All ladies retire to the next deck below.' The men all stood away and waited in absolute silence, some leaning against the end railings of the deck, others pacing slowly up and down. The boats were level with the deck where all the women were collected, the women got in quietly, with the exception of some, who refused to leave their husbands. In some cases they were torn from their husbands and pushed into the boats, but in many instances they were allowed to remain, since there was no-one to insist that they should go."

- Lawrence Beesley - English Schoolmaster

"After sinking with the ship, it appeared to me as if I was propelled by some great force through the water. This might have been occasioned by explosions under the water, and I remembered fearful stories of people being boiled to death. Again and again I prayed for deliverance, although I felt sure that the end had come. I had the greatest difficulty in holding my breath until I came to the surface. I knew that once I inhaled, the water would suffocate me. When I got under water I struck out with all my strength for the surface. I got to air again after a time, which seemed to me to be unending. There was nothing in sight save the ocean, dotted with ice and strewn with large masses of wreckage. Dying men and women all about me were groaning and crying piteously. By moving from one piece of wreckage to another, at last I reached a cork raft. Soon the raft became so full that it seemed as if she would sink if more came on board her. The crew for self-preservation had therefore to refuse to permit any others to climb aboard. This was the most pathetic and horrible scene of all. The piteous cries of those around us still ring in my ears, and I will remember them to my dying day. 'Hold on to what you have, old boy!' we shouted to each man who tried to get on board. 'One more of you would sink us all!' Many of those whom we refused answered as they went to their death, 'Good luck - God bless you!'"

- Colonel Archibald Gracie Jumped from the top deck and was sucked down with her

"A number of us who were enjoyed the crisp air were promenading about the deck. Captain Smith was on the bridge when the first cry from the lookout came that there was an iceberg ahead. It may have been 30 feet high when I saw it. It was possibly 200 yards away and dead ahead. Captain Smith shouted some orders... A number of us promenaders rushed to the bow of the ship. When we saw he could no fail to hit it, we rushed to the stern. Then came a crash, and the passengers were panic-stricken."

- George Brayton - First Class Passenger

"I saw the way she was carrying herself and the quiet, determined manner in which she spoke, and I knew she was more of a man than most aboard, so I put her in command at the tiller. There was another woman in the boat who helped, and was every minute rowing. It was she who suggested we should sing, and we sang as we rowed, starting with 'Pull for the Shore.' We were still singing when we saw the lights of the Carpathia, and then we stopped singing and prayed."

- Seaman Thomas Jones praised the courage of the Countess of Rothes in lifeboat number eight.

"I was in my bunk when I felt a bump. One man said, "Hello! She has been struck." I went on deck and saw a great pile of ice on the well deck before the forecastle, but we all thought the ship would last some time, and we went back to our bunks. Then one of the firemen came running down and yelled, "All muster for the lifeboats." I ran on deck, and the Captain said, "All firemen keep down on the well deck. If a man comes up I'll shoot him." Then I saw the first lifeboat lowered. Thirteen people were on board, eleven men and two women. Three were millionaires one was Ismay [J. Bruce Ismay, Managing Director of the White Star Line; a survivor]. Then I ran up on to the hurricane deck and helped to throw one of the collapsible boats on to the lower deck. I saw an Italian woman holding two babies. I took one of them, and woman jump overboard with the baby, while I did the same the other. When I came to the surface the baby in my arms was dead. I saw the woman strike out in good style, but a boiler burst on the Titanic and started a big wave. When the woman saw that wave, she gave
up. Then, as the child was dead, I let it sink too.
I swam around for about half an hour, and was swimming on my back when the Titanic went down. I tried to get aboard a boat, but some chap hit me over the head with an oar. There were too many in her. I got around to the other side of the boat and climbed in."

- Harry Senior - Fireman

"We did not begin to understand the situation till we were perhaps a mile or more away from the Titanic. Then we could see the rows of lights along the decks begin to slant gradually upward from the bow. Very slowly the lines of light began to point downward at a greater and greater angle. The sinking was so slow that you could not
perceive the lights of the deck changing their position. The slant seemed to be greater about every quarter of an hour.That was the only difference.

In a couple of hours, though, she began to go down more rapidly. Then the fearful sight began. The people in the ship were just beginning to realize how great their danger was. When the forward part of the ship dropped suddenly at a faster rate, so that the upward slope became marked, there was a sudden rush of passengers on all the decks towards the stern. It was like a wave. We could see the great black mass of people in the steerage sweeping to the rear part of the boat and breaking through into the upper decks. At the distance of about a mile we could
distinguish everything through the night, which was perfectly clear. We could make out the increasing excitement on board the boat as the people, rushing to and fro, caused the deck lights to disappear and reappear as they passed in
front of them.

This panic went on, it seemed, for an hour. Then suddenly the ship seemed to shoot up out of the water and stand there perpendicularly. It seemed to us that it stood upright in the water for four full minutes.

Then it began to slide gently downwards. Its speed increased as it went down head first, so that the stern shot down with a rush. The lights continued to burn till it sank. We could see the people packed densely in the stern till it was gone
. . .
As the ship sank we could hear the screaming a mile away. Gradually it became fainter and fainter and died away. Some of the lifeboats that had room for more might have gone to their rescue, but it would have meant that those who were in the water would have swarmed aboard and sunk her. "

- Mrs D. H. Bishop - Eyewitness account from Lifeboat

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Being a survivor of the most famous maritime disaster of all time was in many ways a tough legacy for some to live with and in some cases, some simply

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Why was the Titanic built?

Titanic was purpose-built by White Star Shipping to be the pride of its fleet of commercial shipping liners to meet the demand of travel from Europe to the United States.

Many ships already offered passage across the Atlantic regularly. Still, White Star was determined to capture the hearts, minds, and wallets of travellers by building the grandest liner of them all.

Where was Titanic Built?

Titanic construction occurred in Belfast, Ireland. This location was selected due to the close allegiance between Belfast shipbuilders, Harland and Wolff and the White Star Line. An exclusive contract existed whereby White Star could only go to Harland's to have their ships built, and Harland and Wolff would not build rival ships.

A Complete Titanic TEACHING UNIT

The shipyard chairman from 1895 was William Pirrie, later Viscount Pirrie of Belfast. These two men concocted the idea for the Olympic class liners to compete with their rivals, Cunard.

In the early 1900's White Star were perceived as the poor cousins to its main rival in British based Cunard Lines had a dream of dominating the lucrative route between the well cultured and wealthy European ports and the opportunity and expansion of a burgeoning United States.

In 1907 Cunard's Lusitania ruled the Atlantic Ocean as the largest and fastest liner in the world which did not sit well with J. Bruce Ismay - head of White Star Lines who commissioned the building of not one but three ships which would all dwarf the Lusitania and her larger and unfinished sister ship the Mauretania.

"Titanic, name and thing, will stand as a monument and warning to human presumption."
The Bishop of Winchester, preaching in Southampton, 1912.

How long was Titanic?

Titanic was 882 feet (269 meters) long, she measured in at over 100 feet longer and over fifty percent heavier than their nearest rival. The R.M.S (Royal Mail Ship) Titanic and Olympic were to be built in Belfast, Ireland by the Harland, and Wolff shipping to offer passengers the most luxurious passage across the Atlantic. To learn more physical statistics and facts about RMS Titanic read our article here.

Drafting Titanic was done at a large scale

1911 Newspaper excerpt

Speed was deliberately compromised on Titanic to provide passengers with a smoother ride without its competitors' vibration caused by outdated propeller design and the desire to push them as fast as possible. Titanic was by no means slow and could complete Southampton's journey to New York in just under a week.

The Titanic would be the largest moving object man had ever built and a project so mammoth it would cause a revolution in shipbuilding that would continue for the next two centuries. The project was so ambitious there was no dry-dock in the world to build the Titanic, so Harland and Wolff had to convert its existing three dockyard layout to two to accommodate the massive dimensions of the two ships. The massive gantries required to lift materials into a position were again the world's largest.

Ismay and Pirrie were not content with just building the most giant ship on earth, demanding it also be the most luxurious. Titanic would deliver upon this promise providing unimaginable luxury to her socially elite wealthy passengers.

The pre (1900's) great war elite of and wealthy of society coveted luxury at any expense.

Thomas Andrews, an experienced shipwright, and head of Harland & Wolff design were given the task as the man to oversee the design and construction of Titanic.

To build a safe ship 882.5 feet (268.8 meters) long and 92.5 feet (28.2 meters) wide with a gross weight of nearly 45,000 tons (40,824 metric tons), some innovative shipbuilding techniques and materials were required.

The design submission for Olympic and Titanic was approved in Belfast on July 29, 1908, by Bruce Ismay and other White Star directors. Andrew's drawings show that Titanic incorporated several cutting-edge naval features, including the hull's division into a series of virtually watertight compartments. This innovation would lead to the media branding Titanic as "unsinkable." A tag that would haunt it forever.

"Control your Irish passions, Thomas. Your uncle here tells me you proposed 64 lifeboats and he had to pull your arm to get you down to 32. Now, I will remind you just as I reminded him these are my ships. And, according to our contract, I have final say on the design. I'll not have so many little boats, as you call them, cluttering up my decks and putting fear into my passengers."
J. Bruce Ismay, Director of the White Star Line

The dream of the "unsinkable" RMS Titanic.

The revolutionary "unsinkable" hull was divided up into 16 watertight compartments. The ship was built to stay afloat even if two of the middle compartments or four front compartments flooded. It cannot be overstated that this was an ingenious stroke of engineering and design fatally let down by poor budgeting and execution.

These watertight compartments offered potential passengers a genuine sense of security in travelling the high seas and were a brilliant marketing tool for White Star Lines to sell tickets. The Titanic was actively marketed as the world's first and last "Unsinkable Ship."

Titanic infamously had too few lifeboats to evacuate all those on board; the 20 lifeboats that she carried could only take 1,178 people, even though she had about 2,223 on board at the time of her sinking and could carry up to about 3,300 people. This was not of major concern in this era of highly unregulated transport, and shipping design were shipping companies made the rules up as they liked with little interference from government bodies.

Unfortunately, some elements of Thomas Andrew's original design ideas were altered or removed as Titanic went over the construction budget. This included removing some of the more extravagant luxury features such as extra swimming pools, more electric lifts, and amazingly completing its sixteen watertight hulls. This decision was obviously not well-publicized at the time.

Original Titanic Design Blueprints and Technical Drawings

Titanic's construction begins

Construction of the Titanic began on March 31, 1909, when designer Thomas Andrews laid the first keel plate in the Harland & Wolff Shipyards Belfast, Ireland. Titanic's sister ship The Olympic had begun some three months earlier, and the two ships were essentially constructed simultaneously by over 15,000 workers. This project would cost 8 employees their life working on such a mammoth and often dangerous construction site.

When Titanic was designed, no facilities existed to build or berth such a large ship. Harland & Wolff set about building the two new slipways required, demolishing three smaller ones to make room. They constructed two huge gantries, with moving cranes and lifts, called the Arrol gantries. They also purchased a massive 200-ton floating crane to lift the huge boilers and other mechanical items into place on the ships.

The Gantries

A gantry is a crane system that manoeuvres over the top of a ship in the dockyard carrying materials and workers to the heights and depths. Titanic's 220-foot Gantries were custom built to meet the needs of such a monstrous vessel.

The huge Olympic and Titanic structural silhouettes could be seen across most of Belfast City, shrouded by the even larger gantries in which they were constructed.

Titanic's Boilers:

To power, the largest movable structure ever made would require an enormous power source, and in the early 1900s that source was coal-powered steam. There were twenty-four double-ended Scotch class boilers and a further five single-ended boilers housed in six boiler rooms. The double-ended boilers measured 20 feet long, with a diameter of 15 feet 9 inches, and contained six coal-burning furnaces. The single-ended boilers were 11 feet 9 inches long with the same diameter. With all boilers firing the Titanic produced around 46,000 horsepower.

Titanic's Funnels:

Thomas Andrew's original Titanic design was so efficient that it was originally conceived with only three funnels to service the massive boilers some 150 feet below. White Star thought it a necessity a ship of such grandeur must possess four funnels. As a result, only three of the funnels were functional, and the fourth was to serve as an aesthetic element and provide fresh air to the engine rooms. The Funnels were constructed off-site and attached after the Titanic had left Dry-dock.

The Propellers (or Screws) of Titanic:

Titanic was equipped with a steam-powered triple screw propulsion system ensuring it moved across the ocean at a respectable pace of approximately 22 knots, but the blades were deliberately pitched at such an angle that the ship would not vibrate, discomfort, or distract the passengers from the more elegant points of Titanic's voyage on board when enjoying the smoking and dining rooms.

As a result, the Titanic ran slightly slower than it could have, but there were alternatives if you wanted sheer speed. If it was unrestricted elegance and dominance of the ocean, then the Titanic was the ticket you sought.

The Hull of Titanic:

Constructed from over 3 million rivets to connect the 1-inch-thick iron plates the hull had over 2000 portholes in it for the wealthier guests to view the waves rolling by. After the Titanic sinking inquiry some would blame the quality of the rivet installation and metalworking on the Titanic for succumbing to an iceberg so quickly.

Overall, both Titanic and Olympic's construction was relatively unspectacular compared to others, albeit larger and grander. Their sheer presence each day at the drydock drew attention from the media who lapped up any ounce of news on these two behemoths of the industrial era to build hype and ensure both ships would be entirely sold out for years to come.

The Hull would measure 882.9 ft in length and 92 feet wide requiring 59 feet of water to float unobstructed. (See the Facts and Statistics Section for all Titanic Data. )

On May 31, the 26,000 Ton hull of the Titanic still smelt of fresh black enamel as it descended down the slipway assisted by 25 tons grease and soap into a fitting basin for internal fitting and completion. Large crowds, press and dignitaries came to witness this auspicious event with some members of the audience doubting that such a mass of steel would actually float.

"Not even God himself could sink this ship."
White Star Employee

Titanic Engineering Facts Video

Was Titanic's steel to blame for her sinking?

Many combining factors led to the magnitude of Titanic's disaster at sea, including lack of lifeboats, flaws in the design of the ship and negligence of the crew. One factor that we can accurately evaluate with today's technology is the quality of steel that was used for the Titanic, and if any shortcuts were taken during construction that may have contributed to the disastrous event.

According to a study conducted in 1998 and published in 2008 by Dr. Phil Leighly, a professor emeritus of metallurgical engineering at the University of Minnesota Rochester, the steel used for the Titanic did in fact play a role in the sinking of the Titanic. Using a recovered piece of steel from the ship's hull and bulkhead that was larger than any others previously found, they were able to determine why the steel cracked on the hull.
The Composition
After doing a series of impact tests based on their steel sample, the team was able to determine that the steel used to build the ship was much more inferior to modern steel. About 10 times more brittle in fact compared to the steel used to make today's ships. Test results showed high concentrations of sulfur, oxygen, and phosphorous, and low concentrations of manganese, nitrogen, and silicon. This was mainly a result of producing the steel using open-health furnaces. Pieces of steel from the hull have also appeared almost shattered, with no evidence of bending or deformation.
The Temperature
The frigid waters in which the Titanic struck the iceberg most likely had a big impact on the time it took the Titanic to sink, which was about 2 hours and 40 minutes. The below-freezing temperature water made the steel abnormally brittle and less impact-resistant and contributed to the size of the hole and the rapid sinking of the ship. Passengers on the Titanic recalled hearing loud cracking noises coming from the ship's structure while it was sinking. Leighly noted that you would expect groaning instead of cracking sounds when steel breaks unless the steel is brittle.
The Design
Because steel welding was still in its infancy, the colossal steel plate structure of the Titanic needed to be held together by over three million iron and steel rivets, which were hammered into place by hand. However, there were many additional flaws in the design of the ship that had little to do with the quality of the steel used, including compartments that were meant to be watertight, and lack of welding technology.

The steel used for the Titanic was far inferior to the steel typically used today, and was much more brittle and not nearly as impact resistant. However, it was certainly the best steel that could be produced at the time. Leighly concluded that flaws in the design of the ship were a much bigger factor of the sinking of the Titanic than the actual steel used in production. - Thanks to Capital Steel for the information about Titanic's steel.

TITANIC'S TURBINE ROTOR

Titanic's three screw propulsion system

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Titanic Construction & Design Information | Ultimate Titanic

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Titanic construction occurred in Belfast, Ireland. This location was selected due to the close allegiance between Belfast shipbuilders, Harland and Wolff and

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The Extraordinary Story of the White Star Liner Titanic

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The great steamship sank 100 years ago, but its legendary drama, heroes and villains remain as unforgettable as ever

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Central Press / Getty

In his book, Titanic's Last Secrets, Brad Matsen tells the story of wreck divers John Chatterton and Richie Kohler and their search for the truth about the Titanic's sinking in 1912. More than just a tragic iceberg crash, the story the divers uncovered is one of bad management, shoddy construction and an ocean liner that sank so quickly that most passengers didn't know what was happening until it was too late. Chatterton and Kohler talk to TIME about deep sea diving, investigating shipwrecks, and the allure of the Titanic.
What draws you to shipwrecks? Why them and not other underwater dives?
John Chatterton: You mean, why aren't we fish guys?

Richie Kohler: We both started out as fish people.

Chatterton: But if we stuck to that, we would have lost interest a long time ago. Wreck diving is so complex. You've got all the equipment, you have the hyperbarics, the challenging environment. You have to be able to physically deal with it all. Intellectually, you need knowledge about diving medicine, decompression, about gas mixtures, about equipment. You also have to know about the wrecks themselves, the ship's construction, the peripheral events related to the sinking, and at the same time when you're talking about diving deep using life support equipment. There is a high intimidation factor. With the Titanic, you're 2.5 hours away from the surface.

Kohler: There's also the concept of going somewhere no one has ever been, that has been lost to mankind from the moment it slipped beneath the waves. You're constantly immersed — mind the pun — in this alien marine environment and you really never know what's going to quite literally come over your shoulder.
What is it like to go diving that deep?
Kohler: When I grew up as a little kid, the space program was in full force. I sat in front of a black and white television and watched Neil Armstrong take those first steps on the moon. As a kid I wanted to be an astronaut. I made my mom buy me Tang and TV dinners. I even dressed up my G.I. Joe figure in aluminum foil 'cause it looked like a space suit. That's part of why I think I'm a diver. You are, in a way, going into inner space. You're standing on the deck of the boat, ready to go down. There's hundreds of different people dressed in different colored uniforms, each with an important task, working so that six people can go down in two MIR submersibles. As you're climbing up the ladder into the MIR, everyone is on the deck and there's a hush. And you're in your suit with an American flag on your shoulder, and you know, my heart is full.

Why do you think people are so fascinated with the Titanic?

Kohler: There's something about the whole story, something about "The Ship of Dreams," — quite literally the most opulent passenger liner — that sank on its maiden voyage. Everything about this wreck was big including the passenger list. It had the elite societies, the richest of the rich. And conversely, it had the poorest of the poor. People who left everything behind, looking for a new life. And when that ship sank, the heavy hand of the sea cut right across them all. The poorest of the poor drowned and died the same as the richest of the rich. And although history will have us believe that many people acted with the most noble intent —

Chatterton: They called it a heroic ship.

Kohler: — the reality is probably something much more different. People thought they had hours when they literally had minutes. It came down to making a decision. Do you get off the big steel ship and climb into the little wooden lifeboat hanging over the side five stories up off the water. Or do you take your chances and stay?
How did the movie Titanic change the business of investigating the ship?
Chatterton: Jim Cameron's movie was a great movie and sometimes people have trouble differentiating fact from fiction and think Jack was really on the Titanic. But before that movie there was A Night to Remember. The Unsinkable Molly Brown was a Broadway play. The Titanic has woven itself into modern culture. When Bob Ballard found it 20 years ago, it was front page news. When we left the dock, we believed mostly what we saw in the film because it was the conventional wisdom of the day. We didn't know any better.
On this dive, you discovered that the Titanic wasn't built properly. What was your reaction when you learned this?
Kohler: These White Star Line men took gambles that today would be unthinkable. Imagine they built an airliner and it just plummets from the sky. Can you imagine if the federal government worked with the airliners that flew it and the company that built it to cover up the fact that they built a weak plane?
How come no one had made this discovery before?
Kohler: Imagine your living room. And in your living room, you drop an earring. But now you want to find it in the middle of the living room. And the way you have to do it is with all the lights out, and you can only use one eye and a small penlight.

Chatterton: Put it this way: you break a ship up, spread on the bottom in 12,500 feet of water. There's a lot to see.
Are there any mysteries about the Titanic that are still left to be solved?
Kohler: One of the questions that bothers me is how, after nearly an hour, water starts coming from a boiler room way back from any of the damage that had occurred with the collision with the iceberg. What happened there? Other questions that John and I have are things like the crew. The crew was brand new to the ship. Did they know how to operate the pumps? There's the possibility that they actually hastened the ship's demise because of their inefficiency. In trying to get the water out, what if they actually pumped water IN?
What's your favorite dive?
Kohler: The next one. John and I would go back to the Titanic in a heartbeat. But that's not the end of it all. The sea has many different mysteries and John and I have dedicated our lives to going out there in search of them.

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Breaking News, Analysis, Politics, Blogs, News Photos, Video, Tech Reviews - TIME.com

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Wreck divers John Chatterton and Richie Kohler talk to TIME about their recent Titanic discovery and what they believe really happened on that fateful ship

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Titanic: Still Capturing the Popular Imagination

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Titanic has been and still is a powerful draw for popular culture.

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"We found a lower survival rate for women on British ships than on ships of other nations"

Forget "women and children first" - it might have worked on the Titanic, but it's usually every man for himself, says Mikael Elinder
Where does the notion arise that, when a ship sinks, women and children come first?
It appears to have started when the HMS Birkenhead ran aground off South Africa in 1852, but the notion became widespread after the sinking of the Titanic in 1912. The captain explicitly issued an order for women and children to be saved first. As a result, the survival rate for women was three times higher than for men.

This idea of chivalry at sea has gained mythological status, but you're the first person to examine if it's true for many other maritime disasters. What did you find?
We went through a list of over 100 major maritime disasters spanning three centuries to see if we could find data on survival rates of men and women. We ended up with data on 18 shipwrecks, involving 15,000 passengers. In contrast to the Titanic, we found that the survival rate for men is basically double that for women. We only have data on children for a limited number of shipwrecks, but it is evident that they have really bad survival prospects&colon; just 15 per cent.

What about the noble ideal that the captain and crew put the passengers first and go down with the ship?
What we can see clearly is that the crew were more likely to survive than passengers, with 61 per cent surviving, compared to around 37 per cent of male passengers. On average, the captain was more likely to survive than the passengers.

So this notion of chivalry at sea is a myth?
Yes. It really is every man for himself.

Why do you think we bought into the "women and children first" belief?
The Titanic has been so extensively studied and it confirmed the myth. There was little empirical evidence against it. Lucy Delap of Cambridge University argues that this myth was spread by the British elite to prevent women obtaining suffrage. They said, look at the Titanic, there is no reason to give women the vote because men, even when facing death, will put the interests of women first.

In fact, you've found that, in general, women fare worse on British ships?
Yes, It has been claimed that "women and children first" is just a British phenomenon. But we found a lower survival rate for women on British ships than on ships of other nations.

You are an economist. Why are you interested in shipwreck survival?
Other investigations of the Titanic disaster found that even when incentives to pursue your own interests were really high - that you may die if you don't - people can cooperate and act at the expense of their own survival. This is in contrast to models that economists have of human behaviour, that people are self-interested and act to maximise their own well-being. We wanted to test these models in extreme situations by analysing a completely new set of shipwrecks. We found that most shipwrecks are the complete opposite to what happened on the Titanic.

Profile

Mikael Elinder is an economist at Uppsala University, Sweden. His paper "Gender, social norms, and survival rates" is in PNAS this week

Topics:

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Sinking the Titanic 'women and children first' myth

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Forget "women and children first" - it might have worked on the Titanic, but it's usually every man for himself, says Mikael Elinder

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Explore the collections of National Museums NI.

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The North faces a Titanic challenge as melting ice lures more luxury liners.pdf

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"Suddenly a queer quivering ran under me, apparently the whole length of the ship. Startled by the very strangeness of the shivering motion, I sprang to the floor. With too perfect a trust in that mighty vessel I again lay down. Some one knocked at my door, and the voice of a friend said: 'Come quickly to my cabin; an iceberg has just passed our window; I know we have just struck one.'

On April 10, 1912, the Titanic, largest ship afloat, left Southampton, England on her maiden voyage to New York City. The White Star Line had spared no expense in assuring her luxury. A legend even before she sailed, her passengers were a mixture of the world's wealthiest basking in the elegance of first class accommodations and immigrants packed into steerage.

She was touted as the safest ship ever built, so safe that she carried only 20 lifeboats - enough to provide accommodation for only half her 2,200 passengers and crew. This discrepancy rested on the belief that since the ship's construction made her "unsinkable," her lifeboats were necessary only to rescue survivors of other sinking ships. Additionally, lifeboats took up valuable deck space.
Four days into her journey, at 11:40 P.M. on the night of April 14, she struck an iceberg. Her fireman compared the sound of the impact to "the tearing of calico, nothing more." However, the collision was fatal and the icy water soon poured through the ship.

It became obvious that many would not find safety in a lifeboat. Each passenger was issued a life jacket but life expectancy would be short when exposed to water four degrees below freezing. As the forward portion of the ship sank deeper, passengers scrambled to the stern. John Thayer witnessed the sinking from a lifeboat. "We could see groups of the almost fifteen hundred people still aboard, clinging in clusters or bunches, like swarming bees; only to fall in masses, pairs or singly, as the great after part of the ship, two hundred and fifty feet of it, rose into the sky, till it reached a sixty-five or seventy degree angle." The great ship slowly slid beneath the waters two hours and forty minutes after the collision

The next morning, the liner Carpathia rescued 705 survivors. One thousand five hundred twenty-two passengers and crew were lost. Subsequent inquiries attributed the high loss of life to an insufficient number of lifeboats and inadequate training in their use.

Elizabeth Shutes, aged 40, was governess to nineteen-year-old Margaret Graham who was traveling with her parents. As Shutes and her charge sit in their First Class cabin they feel a shudder travel through the ship. At first comforted by her belief in the safety of the ship, Elizabeth's composure is soon shattered by the realization of the imminent tragedy:

No confusion, no noise of any kind, one could believe no danger imminent. Our stewardess came and said she could learn nothing. Looking out into the companionway I saw heads appearing asking questions from half-closed doors. All sepulchrally still, no excitement. I sat down again. My friend was by this time dressed; still her daughter and I talked on, Margaret pretending to eat a sandwich. Her hand shook so that the bread kept parting company from the chicken. Then I saw she was frightened, and for the first time I was too, but why get dressed, as no one had given the slightest hint of any possible danger? An officer's cap passed the door. I asked: 'Is there an accident or danger of any kind? 'None, so far as I know', was his courteous answer, spoken quietly and most kindly. This same officer then entered a cabin a little distance down the companionway and, by this time distrustful of everything, I listened intently, and distinctly heard, 'We can keep the water out for a while.' Then, and not until then, did I realize the horror of an accident at sea. Now it was too late to dress; no time for a waist, but a coat and skirt were soon on; slippers were quicker than shoes; the stewardess put on our life-preservers, and we were just ready when Mr Roebling came to tell us he would take us to our friend's mother, who was waiting above ...

No laughing throng, but on either side [of the staircases] stand quietly, bravely, the stewards, all equipped with the white, ghostly life-preservers. Always the thing one tries not to see even crossing a ferry. Now only pale faces, each form strapped about with those white bars. So gruesome a scene. We passed on. The awful good-byes. The quiet look of hope in the brave men's eyes as the wives were put into the lifeboats. Nothing escaped one at this fearful moment. We left from the sun deck, seventy-five feet above the water. Mr Case and Mr Roebling, brave American men, saw us to the lifeboat, made no effort to save themselves, but stepped back on deck. Later they went to an honoured grave.
Our lifeboat, with thirty-six in it, began lowering to the sea. This was done amid the greatest confusion. Rough seamen all giving different orders. No officer aboard. As only one side of the ropes worked, the lifeboat at one time was in such a position that it seemed we must capsize in mid-air. At last the ropes worked together, and we drew nearer and nearer the black, oily water. The first touch of our lifeboat on that black sea came to me as a last good-bye to life, and so we put off - a tiny boat on a great sea - rowed away from what had been a safe home for five days.

The first wish on the part of all was to stay near the Titanic. We all felt so much safer near the ship. Surely such a vessel could not sink. I thought the danger must be exaggerated, and we could all be taken aboard again. But surely the outline of that great, good ship was growing less. The bow of the boat was getting black. Light after light was disappearing, and now those rough seamen put to their oars and we were told to hunt under seats, any place, anywhere, for a lantern, a light of any kind. Every place was empty. There was no water - no stimulant of any kind. Not a biscuit - nothing to keep us alive had we drifted long...

Sitting by me in the lifeboat were a mother and daughter. The mother had left a husband on the Titanic, and the daughter a father

and husband, and while we were near the other boats those two stricken women would call out a name and ask, 'Are you there?' 'No,'would come back the awful answer, but these brave women never lost courage, forgot their own sorrow, telling me to sit close to them to keep warm... The life-preservers helped to keep us warm, but the night was bitter cold, and it grew colder and colder, and just before dawn, the coldest, darkest hour of all, no help seemed possible...
...The stars slowly disappeared, and in their place came the faint pink glow of another day. Then I heard, 'A light, a ship.' I could not, would not, look while there was a bit of doubt, but kept my eyes away. All night long I had heard, 'A light!' Each time it proved to be one of our other lifeboats, someone lighting a piece of paper, anything they could find to burn, and now I could not believe. Someone found a newspaper; it was lighted and held up. Then I looked and saw a ship. A ship bright with lights; strong and steady she waited, and we were to be saved. A straw hat was offered it would burn longer. That same ship that had come to save us might run us down. But no; she is still. The two, the ship and the dawn, came together, a living painting."

References:
Elizabeth Shutes' account first appeared in: Gracie, Archibold, The Truth About the Titanic (1913), reprinted in: Foster, John Wilson (editor), The Titanic Reader (1999); Lord, Walter, A Night to Remember (1955); Davie, Michael, Titanic: The Death and Life of a Legend (1986).

How To Cite This Article:
"The Sinking of the Titanic, 1912," EyeWitness to History www.eyewitnesstohistory.com (2000).

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The Titanic Sinking: A Complete Guide | Ultimate Titanic

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Without the Titanic sinking, the fame of Titanic is greatly diminished. It would be merely a footnote in the engineering history of the early twentieth century.

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Titanic: Captain Went Down with the Ship

The Titanic had eight officers, including Captain Edward Smith.

Smith was a veteran, decorated sailor, having been with the White Star Line since 1880. He was captain of the Majestic for nine years, including a stint transporting British troops to the Boer War.

Beginning in 1904, he was the captain on all of White Star Line's new ships. He was captain of the Baltic when it sailed from Liverpool to New York in June 1904 and of the Adriatic when it made a similar voyage three years later.

Smith was captain of the Olympic, a ship as big as the Titanic, in September 1911, when the Olympic collided with another ship, the Hawke, resulting in the Hawke's losing its prow and the Olympic's losing one of its giant propeller shafts. Smith and the Olympic got the blame for this incident.

Despite this incident, the White Star Line appointed Smith captain of its newest ship, the Titanic, for its maiden voyage. His first major action was to ensure that the Titanic didn't collide with the New York, a ship that broke free from its moorings because of the huge amount of water displaced when Titanic initially sailed.

Smith did not survive the sinking of the Titanic. Various accounts of his last actions have him jumping into the sea at the last second, standing in the wheelhouse as the ship went down, and even rescuing a child as his final act.

His body was not recovered. He left behind a wife and daughter. A statue of him stands in Beacon Park in Lichfield, Staffordshire, in England.

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Titanic: Captain Went Down with the Ship

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The Titanic captain was experienced in the extreme.

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The Titanic was one of three Olympic-class ocean liners built by the White Star Line in the early 20th Century. The other two Olympic-class ships were the Britannic, sunk by a German mine in 1916, and Olympic, which served out many years of passenger transport before being retired in 1935.

Workers at the Harland and Wolff shipyard in Belfast, Ireland, built the Titanic between 1909 and 1911. The shipyard had built ships for the White Star Line since 1867.

The Titanic was 882 feet 6 inches in length and 175 feet tall. The rudder alone was 78 feet 8 inches tall and 15 feet 3 inches long, weighing more than 100 tons.

The two massive engines weighed 720 tons each and got their power from 29 boilers that ran on more than 600 tons of coal a day.

The 11 decks could house nearly 2,500 passengers and nearly 900 crew.

The Boat Deck had the lifeboats along the outside. (A total of 64 lifeboats could be installed, but the Titanic had just 20.) Inside the edges, the deck contained the bridge and wheelhouse, captain's and officers' quarters, four promenades that were segregated by economic class (officers, First Class, engineers, and Second Class — the Third Class promenade was on B Deck).

A Deck and B Deck were reserved for First Class passengers, although the Second Class smoking room were also on this deck.

C Deck had some mingling of First Class and Second Class cabins, and some crewmembers had their cabins on this deck.

D Deck, which was known as the Saloon Deck, had three large rooms (two dining and reception) designated for First Class or Second passengers, an open space designated for Third Class passengers, and some cabins for people of all classes.

E Deck, F Deck, and G Deck contained accommodation for Second Class and, mainly, Third Class passengers, many of whom had portholes that were just above the waterline. Food was stored on G Deck.

The lowest decks were for cargo space and the ship's boilers, electrical generators, engines, and turbines.

The Titanic really was a luxury liner, with many First Class passengers enjoying large, sumptuous cabins, some including their own bathrooms. Also onboard were numerous palm trees, a swimming pool, a Turkish bath, a gymnasium, a squash court, a barber shop, a travelling post office, and dog kennels.

After a few test voyages, the Titanic set off on its maiden voyage, calling at Cherbourg, France, and Queenstown, Ireland, before making the turn west toward the United States. It never returned.

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The Titanic was one of three Olympic-class ocean liners built by the White Star Line in the early 20th Century.

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A hundred years ago tonight, the Titanic sank, taking more than 1,500 souls with it. Robert Ballard, who discovered the wreck, tells Andrew Carter about the secret expedition to find it.

Robert Ballard's life's dream was to find the most famous shipwreck in the world, but if not for the Cold War and two missing submarines, the Titanic might never have been found.

Ballard, who also discovered the wreck of the Bismarck and the USS Yorktown, became interested in ocean exploration as a child while reading 20,000 Leagues Under the Sea. "From a very early age, I wanted to be Captain Nemo and I wanted to explore the ocean floor," he says. With his parents' encouragement, he joined the Navy, worked at the National Oceanographic and Atmospheric Administration, and became an oceanographer. After 53 years and more than 130 expeditions, the 69-year-old adventurer is "still at it and hoping for a new discovery."

Ballard had long been fascinated by Titanic, and always dreamed of finding it. Back in the 1970s, he led a failed expedition to do just that. But it wasn't until 1985, while serving as a naval intelligence officer, that he was able to secure the technology and funding that helped him finally discover it 1,000 miles due east of Boston. Having helped the U.S. Navy develop unmanned submarines, Ballard thought the technology might be useful in finding the lost ship. The Navy had little interest in funding the search, but it was very interested in finding the USS Scorpion and the USS Thresher, two nuclear submarines that were lost in the 1960s on either side of where the Titanic went down. With the Cold War still in its final throes, the Navy had to keep the true nature of the submarine search a secret. They told Ballard that if he could find the subs, then afterward he could use their technology to search for the ship-but the world would think the expedition was about finding the Titanic from the beginning.

"The Navy didn't want to disclose the location of those submarines, so we needed a cover story and Titanic was the cover story," says Ballard. "I wanted to find the Titanic. The Navy just wanted our expedition to deflect from the true mission."

Of course, history would show that the expedition was successful on all fronts. Ballard was able to do reconnaissance on the missing submarines, and in the early-morning hours of Sept. 1, the image of a boiler in the sand 12,000 feet beneath the surface signaled the discovery of the Titanic.

"There were two reactions almost simultaneously," says Ballard. "The first reaction was celebration, we all jumped up shouting because we were near the end of the expedition and we thought we were going to fail. But that was followed quickly by a realization of where we were, that we were on a gravesite. We started seeing where the bodies had landed, that this was a cemetery, and it changed our emotional wall. It went from pure joy to thoughtful reflection."

Rumors have surfaced over the years that Ballard wanted to keep the location of the wreck a secret to protect it from salvagers. Not entirely true, he says. The expedition was a joint U.S.-French effort, which meant, "There was no hope of protecting it from the French; the French were aboard. Although initially they said they wouldn't salvage it, they reversed their decision and they knew the location because they were aboard and could write it down. So there was no secret among them, and they're the ones that actually founded the salvage operation." Since then more than 5,500 artifacts have been taken from the wreck site.

Ballard, who has long been outspoken against the recovery of objects from the Titanic, is disturbed by the salvage operations, not only because they are disturbing a gravesite, but because human exploration is damaging the ship. "We went back in 2004 and did it all over again, and we can show you exactly where the submarines had landed, where they had crushed the deck, where they had knocked off the crow's nest, where they pulled fixtures off the ship, and where they tried to break off the telemotor, all the debris, all the garbage that they left behind."

Further, Ballard sees "no point" in salvaging items from the sunken ship. "The artifacts on the Titanic are identical to the artifacts on her sister ship, so there wasn't anything to be gained." He adds that when he initially discovered the ship, he went to the 24 remaining survivors and various museums around the world, and "there wasn't a single person or organization who supported recovering artifacts."

Whether because of humans or because of bacteria consuming the ship, there is a good chance Titanic will collapse completely within the next few decades. In the meantime, Ballard is determined to do his part to preserve the ship and prolong her life for as long as possible. He is currently applying for a permit to clean the rust off the hull and give the ship a fresh coat of paint. While the prospect of refurbishing a 100-year-old vessel lying 12,000 feet beneath the sea might seem daunting to anyone else, Ballard isn't fazed. It's the same technology they use to repair supertankers that are too big to go into dry dock. "They've actually developed underwater robots that are very simple, they have magnets, they attach to the hull and they can travel the length of the hull and clean the rust off. And then they actually have paint that can be applied underwater," he says.

Still, Ballard does not want to give the impression that he is obsessed with the Titanic, or even that it is his favorite find. "I've done 135 expeditions. I've discovered things far more important than the Titanic, " he says. "The discovery of new life-forms in the Galapagos, the discovery of black smoke and mineral deposits that explain the chemistry of the world's oceans. I've recently discovered ancient shipwrecks from 500 B.C. that are perfectly preserved in the bottom waters of the Black Sea. All of them have lessons to learn, they're all important."

But he certainly understands the enduring fascination. "Every generation has discovered the Titanic, whether it was the one that was alive when it sank, Walter Lord's book, or my discovery, or Cameron's movie, and now the 100th anniversary." He also feels that the disaster has "all sorts of stories with heroes and villains, and I think everyone wonders what they would do if they were on the Titanic. "

The explorer shows no signs of slowing. This summer he plans to explore the Mediterranean and the Black Sea, before heading to America's Territorial Trust Islands in the western Pacific.

Asked what his most important discovery is, he responds, "The one I'm about to make."

Robert Ballard's life's dream was to find the most famous shipwreck in the world, but if not for the Cold War and two missing submarines, the Titanic might never have been found.

Ballard, who also discovered the wreck of the Bismarck and the USS Yorktown, became interested in ocean exploration as a child while reading 20,000 Leagues Under the Sea. "From a very early age, I wanted to be Captain Nemo and I wanted to explore the ocean floor," he says. With his parents' encouragement, he joined the Navy, worked at the National Oceanographic and Atmospheric Administration, and became an oceanographer. After 53 years and more than 130 expeditions, the 69-year-old adventurer is "still at it and hoping for a new discovery."

Ballard had long been fascinated by Titanic, and always dreamed of finding it. Back in the 1970s, he led a failed expedition to do just that. But it wasn't until 1985, while serving as a naval intelligence officer, that he was able to secure the technology and funding that helped him finally discover it 1,000 miles due east of Boston. Having helped the U.S. Navy develop unmanned submarines, Ballard thought the technology might be useful in finding the lost ship. The Navy had little interest in funding the search, but it was very interested in finding the USS Scorpion and the USS Thresher, two nuclear submarines that were lost in the 1960s on either side of where the Titanic went down. With the Cold War still in its final throes, the Navy had to keep the true nature of the submarine search a secret. They told Ballard that if he could find the subs, then afterward he could use their technology to search for the ship-but the world would think the expedition was about finding the Titanic from the beginning.

"The Navy didn't want to disclose the location of those submarines, so we needed a cover story and Titanic was the cover story," says Ballard. "I wanted to find the Titanic. The Navy just wanted our expedition to deflect from the true mission."

Of course, history would show that the expedition was successful on all fronts. Ballard was able to do reconnaissance on the missing submarines, and in the early-morning hours of Sept. 1, the image of a boiler in the sand 12,000 feet beneath the surface signaled the discovery of the Titanic.

"There were two reactions almost simultaneously," says Ballard. "The first reaction was celebration, we all jumped up shouting because we were near the end of the expedition and we thought we were going to fail. But that was followed quickly by a realization of where we were, that we were on a gravesite. We started seeing where the bodies had landed, that this was a cemetery, and it changed our emotional wall. It went from pure joy to thoughtful reflection."

Rumors have surfaced over the years that Ballard wanted to keep the location of the wreck a secret to protect it from salvagers. Not entirely true, he says. The expedition was a joint U.S.-French effort, which meant, "There was no hope of protecting it from the French; the French were aboard. Although initially they said they wouldn't salvage it, they reversed their decision and they knew the location because they were aboard and could write it down. So there was no secret among them, and they're the ones that actually founded the salvage operation." Since then more than 5,500 artifacts have been taken from the wreck site.

Ballard, who has long been outspoken against the recovery of objects from the Titanic, is disturbed by the salvage operations, not only because they are disturbing a gravesite, but because human exploration is damaging the ship. "We went back in 2004 and did it all over again, and we can show you exactly where the submarines had landed, where they had crushed the deck, where they had knocked off the crow's nest, where they pulled fixtures off the ship, and where they tried to break off the telemotor, all the debris, all the garbage that they left behind."

Further, Ballard sees "no point" in salvaging items from the sunken ship. "The artifacts on the Titanic are identical to the artifacts on her sister ship, so there wasn't anything to be gained." He adds that when he initially discovered the ship, he went to the 24 remaining survivors and various museums around the world, and "there wasn't a single person or organization who supported recovering artifacts."

Whether because of humans or because of bacteria consuming the ship, there is a good chance Titanic will collapse completely within the next few decades. In the meantime, Ballard is determined to do his part to preserve the ship and prolong her life for as long as possible. He is currently applying for a permit to clean the rust off the hull and give the ship a fresh coat of paint. While the prospect of refurbishing a 100-year-old vessel lying 12,000 feet beneath the sea might seem daunting to anyone else, Ballard isn't fazed. It's the same technology they use to repair supertankers that are too big to go into dry dock. "They've actually developed underwater robots that are very simple, they have magnets, they attach to the hull and they can travel the length of the hull and clean the rust off. And then they actually have paint that can be applied underwater," he says.

Still, Ballard does not want to give the impression that he is obsessed with the Titanic, or even that it is his favorite find. "I've done 135 expeditions. I've discovered things far more important than the Titanic, " he says. "The discovery of new life-forms in the Galapagos, the discovery of black smoke and mineral deposits that explain the chemistry of the world's oceans. I've recently discovered ancient shipwrecks from 500 B.C. that are perfectly preserved in the bottom waters of the Black Sea. All of them have lessons to learn, they're all important."

But he certainly understands the enduring fascination. "Every generation has discovered the Titanic, whether it was the one that was alive when it sank, Walter Lord's book, or my discovery, or Cameron's movie, and now the 100th anniversary." He also feels that the disaster has "all sorts of stories with heroes and villains, and I think everyone wonders what they would do if they were on the Titanic. "

The explorer shows no signs of slowing. This summer he plans to explore the Mediterranean and the Black Sea, before heading to America's Territorial Trust Islands in the western Pacific.

Asked what his most important discovery is, he responds, "The one I'm about to make."

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The Man Who Found the Titanic: A Tale of a Secret Expedition

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A hundred years ago tonight, the Titanic sank, taking more than 1,500 souls with it. Robert Ballard, who discovered the wreck, tells Andrew Carter about the secret expedition to find it.

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Demographics of the
TITANIC Passengers:
Deaths, Survivals,
Nationality,
and Lifeboat Occupancy

I hesitated before creating yet another Titanic Web site, but after I saw the movie Titanic [that tells you how long this page has been around], I was inspired to finish up some research I had started quite some time before. I was curious about the demographics of the passengers and crew of the Titanic -- who perished, who survived, and who occupied which lifeboats. How gravely was the tragedy enhanced by gender, class distinction, and prejudice?

On this site I have compiled numbers, comparing several different sources. The numbers make it all too clear that a rule of First Class First far outweighed the principle of Women and Children First. In addition to simply compiling numbers, however, I have included some notes and analysis and share the sources I used to compile the data.

Deaths and Survivals
Compared:
Women, Children, and Men

Breakdown of Passengers by Class

Women

Children

Men

Total

First Class
Women (Servants*)

First Class
Men (Servants*)

Second Class
Women (Servants*)

Second Class
Children

Total: 25
Died: 0
Survived: 25
% Survived: 100%

Second Class
Men (Servants*)

Further Steerage Breakdown

Breakdown of Passengers by Nationality

Nationality FIRST CLASS SECOND CLASS THIRD CLASS Total

Total

Survived

Died

Percent Survived

Total

Survived

Died

Percent Survived

Total

Survived

Died

Percent Survived

Total

Survived

Died

Percent Survived

Belgian

1

1

0

100%

1

0

1

0%

22

5

17

23%

24

6

18

25%

Bulgarian

0

0

33

0

33

0%

33

0

33

0%

FIRST CLASS SECOND CLASS THIRD CLASS Total

Total

Survived

Died

Percent Survived

Total

Survived

Died

Percent Survived

Total

Survived

Died

Percent Survived

Total

Survived

Died

Percent Survived

The nationality numbers were adapted from lists and raw data compiled by Hermann Söldner. Note: the numbers on this chart do not match the totals on the two tables above. Although I can account for some of the discrepancies (for example, I think he included the musicians among the British Second Class passengers, but I did not), I do not have enough information about his sources to be able to square his numbers with my own.

Breakdown of Officers and Crew
by Employment Category

Women

Men

Total

Total
Female Sailing Crew

None.

Total
Female Staff, non-White Star Employees

Total
Female Staff and Crew

Demographics
of the Lifeboats

Order launched

Time
launched

Number of boat, location

Approx. No. aboard / Capacity / Percentage

Class of
passengers

Men, other than crew, aboard?

5th or 6th

1:10

1
OFFICERS Deck,
Starboard

12/40
30%

only FIRST

10 of the 12 were men

15th

1:45

2
OFFICERS Deck,
Port

20/40
50%

FIRST & THIRD

men were removed from the boat before it was moved for launch. At least 1 aboard by the time of launch.

16th

34/65
52%

Primarily FIRST

none initially, but a few male passengers were hauled aboard; only First Class Deck lifeboat to haul up passengers.

17th

1:50

39/49
80+%

primarily THIRD,
some FIRST

at least 10, including J. Bruce Ismay, White Star director

18th

2:05

17/49
35%

all

at least 4, including those hauled out of water

not launched;
floated off
partially
submerged

2:20

unknown (only 13 reached the Carpathian alive)/49

all but 1 were men

2:20

unknown (only 28 reached the Carpathian alive)/49

all men, but few were passengers

NOTES ON THE TABLES ABOVE

1. There is no exact or definitive number for the people aboard the Titanic, nor for those who survived. Estimates you can find on the web range widely, and even among reputiable scholars, numbers differ by as many as 40 passengers. There are official documents, such as a Contract Ticket List, a Certificates of Clearance, lists of alien passengers prepared for the United States Immigration Service. There were two official lists of deceased passengers created in 1912. There are discrepancies, inaccuracies, inconsistences, omissions, and other mistakes with both names and numbers. Researchers, such as Michael A. Findlay, Philip Hind, and Lester J. Mitcham, have been able to correct many errors and solve many mysteries, but there will always be a few problems that will never be solved. Because of their research, however, even if an exact number will never be known, wild guesses and faulty estimates from the past can now be rejected.

2. In several cases the distinction between a passenger and a member of the crew is not clear. Some employees, such as musicians and employees of Harland and Wolff (the shipbuilder), were on board for work. So, even if they were given First or Second Class accommodations, I have included them among the crew, not among the passengers. Until recently, 1296 was my total for number of passengers in the first table. That figure was based on research done by Michael Findlay in the 1990s. With the 100th anniversary of the sinking of the Titanic, I did some more tabulations, based on more recent estimates and revised it upward to 1300. The number of passengers in the first and second tables now agree. The total numbers in the table for nationalities do not agree, however, since they are based on calculations done by Hermann Söldner, who must have used different sources than I have.

3. Despite the discrepancies, I think the numbers are close enough to draw some legitimate conclusions. However, I urge you use caution and skepticism as you review them.

4. Figures for the crew are even less reliable than the numbers for passengers. No accurate crew list was compiled at the time.

DISCUSSION OF THE TABLES ABOVE

To me, a non-statistician, the tables above show significant indications of class discrimination. Evidence of numbers and testimony have proven that only on one side of the Titanic did the rule "Women and children first," apply. What becomes even more clear when looking at the numbers is that a more important concept of the day was "First Class first."

CLASS DISTINCTIONS

1. For some perspective, here is the price of tickets: First Class tickets ranged from £30 for a berth to £870 for a luxury suite with a private fifty-foot promenade and the only private lavatory and toilet facilities in all the ship. A Second Class ticket could be purchased for as little as £12. Steerage tickets ranged from £3 (for children) to £8, but family tickets were also available to make tickets even more affordable to large families. I have seen various estimates of how much that would be worth in current US dollars, so I think it makes more sense to make a different comparison. The cheapest ticket would have cost a clerk, typist, or shipyard worker a month's salary, and in many cases families would have had to use all their savings to afford the passage. The most expensive First Class ticket was similar in price to that of a very expensive luxury automobile.

2. The lifeboats were launched from the First Class decks first and the Second Class decks second. There were no decks or lifeboats dedicated to the Third Class.

3. First Class suites, berths, and social rooms were located principally on the center of the ship on decks A, B, and C (or more poetically the Boat Deck, Promenade Deck and Bridge Deck), with additional cabins on decks D and E. They had either immediate or easy access to the Boat Deck where all of the lifeboats were housed. Lifeboats numbered 1 through 8, which were the first to be launched, were located in the fore of the ship, the First Class Deck. The numbers indicate that First Class Passengers utilized any lifeboat available without compunction.

4. Second Class rooms were mostly located on decks D and E, with some on lower decks F and G. Where Second Class passengers were on the same deck as First Class passengers, the Second Class passengers were further aft. Some Second Class passengers would have had easy access through a stairway to the stern of the Boat Deck (Second Class Deck) where lifeboats numbered 9 through 16 were located. More by cultural than physcial barriers, the Second Class passengers would have been prohibited from entering the First Class section of the Boat Deck.

5. Steerage passengers had rooms on lower decks F and G, with some exceptions, and no direct or immediate access to lifeboats on the boat deck. Many steerage passengers who survived did so only by reaching the last of the lifeboats that were launched.

6. It is difficult for us now living more than a century later to realize and imagine how different people lived and thought. Bigotry of all sorts, especially classism and racism were commonplace and accepted or expected by both the privileged classes and races and the underprivileged.

7. By law, passed for public health reasons, gates separating steerage passengers from the other passengers had to be locked. Back then steerage passengers were equated with emigrants who were equated with disease and pestilence, and it was thought important to give passengers in more luxurious accommodations peace of mind that the ship would not breed contagion or other hazards to their well-being. The locked gates proved to be the most deadly, but there were other measures used on steerage passengers alone. Before boarding, steerage passengers had to submit to a health inspection, for at least obvious signs of infection, lice, or disease.As a public health measure, the public toilets in steerage had an automatic flushing feature.

8. Since adult male passengers were more likely to die than women and children, the sex of the passengers should probably by factored in when comparing the survival rate by class, but the percentages are not significantly different. More than 62% of the steerage passengers were adult males, compared to and 64% in Second Class, and 57% of the First Class passengers.

9. There is contradictory evidence about the degree of physical restraint used to keep steerage passengers from getting to the lifeboats. In addition to the reports that the locked gates remained locked, there were stories that passageways were blocked by armed guards. Testimony by at least one steerage passenger indicated there was no such restraint, which if true would indicate at least one crew member to unlock and free the passageways.

10. Annie Kelly, an Irish steerage passenger, said that the stewards not only did not wake the steerage passengers with an alarm but told alarmed third class passenger who came up to the deck to go back down as there was no danger. However, similar assurances were given to First and Second Class passengers.

11. Colonel Archibald Gracie testified at the American inquiry that a "mass of humanity" from steerage poured up onto the boat deck only after all the lifeboats had been launched.

12. According to several writers and historians, indifference toward steerage passengers and resignation by many steerage passengers may have been more responsible for the low percentages of steerage passenger survival than physical barriers.

13. Walter Lord, in A Night To Remember, indicates that the White Star Line always denied class distinction in filling the boats, and that both US Senate and British inquiries backed them up.

14. A contempt for "foreigners" was admitted by the crew in their own testimony, especially when telling stories of men who showed cowardice. The testimony of one officer at the U.S. Senate hearing so angered the Italian ambassador he demanded (and received) a retraction and an apology.

WOMEN AND CHILDREN FIRST?

1. In simple terms, almost all of the women and children in First and Second Class survived, while most of the women and children in steerage died. In contrast, most of the men in First, Second, and Third Class died.

2. The "Women and children only" rule was applied on the port side of the ship. It is not clear whether or not the "Women and children first" rule was applied on the starboard. Men comprised the majority of passengers aboard the First Class starboard deck lifeboats, but there was testimony that the men did wait until all the women present and willing had already boarded.

3. First Class women and children were about 6% of those aboard the Titanic, but constituted 20% of the survivors. In contrast, steerage passengers were a third of all aboard, but only one fourth of those saved.

4. At least three of the four women in First Class who perished had the opportunity to board a lifeboat but elected to stay with their husbands and/or family. When they initially made their decisions, most passengers still believed that the Titanic would and could not sink and may have been fearful for the safety of the lifeboats and the boarding process itself. There were several

5. Over half of the women in steerage perished.

6. All of the lifeboats launched from the starboard First Class Deck had more men than women aboard.

7. Who was a child was relative depending on class. For example, 14 year old Lucile Carter in First Class was considered a child, but a 14 year old Annie McGowan in Steerage was considered to be an adult. The only child in First Class to go down with the ship was Lorraine Allison. The Allison family was separated from their infant son. The Allisons refused to board a lifeboat until they could find their missing baby. Since the child's nurse had already been taken him on board a lifeboat, the rest of his family never found him and died together.

8. It may be statistically insignificant because of low numbers, but children from Second Class were the only members of a group to have a 100% survival rate.

9. Less than a third of the children from steerage survived.

10. Although half of the Irish women (defined as women boarding in Queenstown) survived, only one of the six Irish children survived (and I am including 14 year old Annie McGowan, whom some do not).

ADULT MALE PASSENGERS

1. Honor and shame ruled society in 1912 unlike they do a hundred years later. Gentlemen were expected to be honorable and feared being shamed. Men aboard the Titanic, especially those among the upper class, had to weigh their own survival with doing what society would deem the right thing. To survive but live in shame was a risk some men would not take. Different men, dispite which class they belonged to, made different decisions. Famously several of the wealthiest men, John Jacob Astor, George Widener, and Isodor Strauss, refused to board a lifeboat on grounds of honor, even after it was clear that the Titanic would sink.

2. Men in First Class had no better than a one in three chance of surviving, so compared to women, even women from steerage, they fared poorly. Compared to men from other classes, they did remarkably well. At the time when most of the lifeboats from the First Class decks were launching, it was not certain among the passengers that the Titanic was doomed, and many of the men from First Class who could have gone aboard a lifeboat (those on the starboard side) elected to remain behind.

3. Even though some men had no trouble boarding lifeboats, there was a report that the wealthiest man on the Titanic, John Jacob Astor, attempted to board the lifeboat with his wife, but was rebuffed by Second Officer Lightoller, who told him, "Women and children, only, sir." Other accounts are differ, however, including one that he was seated in a lifeboat, but gave up his seat at the last minute. Another is that Astor chose to stay behind to encourage William Carter to get on board, promising the boy that he would take care of his dog.

4. An adult male in Second Class had only an 8% chance of surviving. Even adult male steerage passengers had a better chance of surviving than that. Without supporting evidence, it is hard to say that the men from Second Class gave up their seats to women from steerage, but if it was true, they were more gallant by far than the men from First Class.

5. Men in Second Class had no physical barriers to pass, so honor and resignation may have reigned high. However, more compelling than a sense of good manners and gentlemanliness was probably the stigma of shame and cowardice that would be attached to many adult males who had the audacity to survive the sinking. As a result, adult male survivors had compelling reasons for their defensiveness and inventions of excuses for boarding a lifeboat.

6. Panic and confusion may have been an even greater consideration for the loss of life by many men. As Lawrence Beesley, a Second Class passenger, reported in his 1912 book, The Loss of the SS Titanic, a false rumor that men were allowed to board lifeboats on the port side caused many men to cross over to the side of the ship where they had a much smaller chance of being allowed on board a lifeboat.

7. A high percentage of the men in steerage who got to lifeboats reached them only by leaping onto them after they were launched or by scrambling aboard the two emergency lifeboats as they floated off moments before the Titanic finally went down.

1. The numbers used above are adapted from a list of country of origin created by researcher Hermann Soldner. His compilations were published in Switzerland in 2000 as a booklet, "RMS Titanic: Passenger and Crew List 10 April 1912-15 April 1912." His research was used as the primary source for the Country of Residence section of the Encyclopedia Titanica.

2. Most official lists provide no breakdown by nationality beyond British and Non-British.

3. If any stereotype can be read in the demographics, one might be tempted to cite those spunky Irish, almost all of whom were in steerage, but whom survived by greater precentage than the British, of whom only slightly more than half were in steerage. However, to put that premise in doubt, even more significant is that almost half of the Irish were women, and gender, not nationality, may have been a greater factor in determining likelihood of survival.

4. Passengers with Third Class tickets are usually billed as immigrants and refugees, and the image that that description can be bring is one of disreputable, disease-laden, dark complected foreigners. However, almost two thirds were English-tongued British, Americans, and Irish, or fair skinned Scandinavians. The British and Swedes had among the worse survival rates among nationalities in steerage.

5. By percentage, the Japanese did the best, with a 100% survival rate, but since there was only one Japanese passenger on board, that's a meaningless statistic. The Chinese, Spanish, and Swiss also had a very high survival rate, but there numbers were also all very small. The French survived as well as the Americans, but there were one tenth as many French as Americans.

6. Nationality is not equivalent to ethnicity. For example, although there is a designation for Finland, ethnic Finns living in Sweden were counted among the Swedes. As result, the number is imprecise. I have altered the number I orginally had based on figures determined by the Swedish Emigrant Institute. The majority from Austria-Hungary were neither German nor Magyar (Hungarian), but from the various Slavic ethnic groups. There were contemporary accounts of many Italians aboard the Titanic, but the statistics do not bear this out. It appears likely "Italian" was the label given most any foreigner with a dark complection.

7. Haiti is not listed, but one passenger who must have been listed as French was Joseph Philippe Lemercier Laroche, who had been born in Haiti. He had been living in France for more than a decade, and his wife and two children were all born in France. He has been called the only passenger aboard the Titanic of known African ancestry.

8. Countries, borders, and geopolitical understanding were quite different in 1912 than they are today. There were two Australians and five South Africans, but both nations were considered to be part of the British Commonwealth, so they were originally tallied as British. I have separated them out and subtracted the number from the British totals. There are probably many others from Commonwealth nations that should also be separated out. Turkey and Syria were both part of the Ottoman Empire, but researchers have discovered that most Middle Easterners aboard the Titanic were actually Lebanese Christians. Those listed as Syrians had one of the best survival rates of any nationality in steerage.

9. Because of the small sample sizes and inexact determination of ethnicity, it seems inappropriate to make any broad conclusions about the personalities of national groups based on survival rates. There was a controversy back in January 2009 that caused this site to get a huge number of hits. The controversy occurred after the BBC and other journalists reported on research that concluded that British passengers were more likely to perish than Americans because they were more polite. In any eyewitness accounts I've read, I've seen no evidence that British men failed to get on lifeboats because of a greater degree of gentlemanliness. Surely the stigma of shame and cowardice, as well as opportunity, fear, confusion, and panic, were greater factors than politeness in who boarded the lifeboats.

TITANIC CREW, EMPLOYEES, AND SERVANTS

1. The crew of the Titanic were divided into Deck Crew, Engineering Crew, and Victualling Crew. I have created my own employment category of Sailors to single out officers, able-bodied seamen, quartermasters, lookouts, and masters-at-arms from other members of the deck crew.

2. Seventy percent of the 60 sailors on board survived, many, but not all, because they had been commanded to take charge of lifeboats or to serve as rowers. It may have been the duty of the captain to go down with the ship, but that was not true for most other officers.

3. Other members of the deck crew were non-sailors. The non-sailing crew were 38% of those aboard the Titanic but only 25% of the survivors. Non-sailing crew members included trimmers, firemen, greasers, window cleaners, carpenters, messmen, engineers, stewards and stewardesses, bell boys, lift attendants, boots, baths, barbers, chefs, cooks, butchers, bakers, confectioners, platemen, scullions, medical staff, and a gymnasium instructor. Only a couple of the non-sailing crew, all firemen, were recruited as rowers on lifeboats.

4. All 30 engineer and electrical engineers perished. They were true heroes who stayed down below until almost the end trying to keep the ship afloat and the electrical system working.

5. Some members of the Titanic's crew were not employees of the White Star line. These included nine Guarantee Group members (employees of the shipbuilder, Harland and Wolff, who were on board to familiarize the crew with the ship), eight musicians, two Marconi operators, five postal clerks, and the nearly seventy members of the staff of the First Class a la carte restaurant. This group of non-White Star line crew members had the worst rate of survival.

6. The musicians, who traveled in Second Class, and the Guarantee Group, three of whom traveled in First Class and five of whom in Second Class, are included among passengers in some lists, as is Frans Olof Carlsson, who was the first mate on the liner St. Louis, but had been stranded by the coal strike and was traveling in First Class to return to his ship. I have included them with the crew. All were men; all perished.

7. Almost all of the a la carte restaurant workers were French. All but two were men. Both women, neither of whom were French, reached a lifeboat. Only one male restaurant worker survived.

8. As an indication of class distinction, the first official lists of Titanic passengers did not include the names of the maids and manservants who traveled with the First Class passengers. They were merely extensions of the passenger. For example, "Cardeza [sic], Mrs. J. W. M. and Maid."

9. The story quickly emerged that four maids died, trapped below deck, because they had been sent down to the purser's office to fetch their employers' valuables. In the first official lists, indeed, four maids are listed among those who perished, the maids of Mrs. Cardeza, Mrs. Douglas, Mrs. Hays, Mrs. Penasco y Castellana. Researcher Michael Findlay, however, has disproved the myth by documenting that all four of these women, Bertha LeRoy, Fermina Oliva y Ocana, Annie Perreault, and Anne Ward, survived. In fact, all female servants traveling in First and Second Class survived.

10. While maids, nurses, and valets traveled in First Class, three chauffeurs and a cook traveling with First Class passengers were given Second Class accommodations. The cook (a female) survived, but none of the chauffeurs (all male) did.

11. Only two menservants survived. One was Henry Sleeper Harper's Egyptian dragoman (an interpreter and guide) named Hamad Hassah, "whom he picked up in Cairo as a sort of a joke [according to Walter Lord]." The Harpers also brought on board the lifeboat their other "pet," a Pekingese, named Sun Yet-sen. The other surviving manservant was Gustave Lesueur, valet to Mr Thomas Cardeza. Cardeza was traveling with his mother, and there was a report that the mother, son, and two servants boarded Lifeboat 3 as an entourage.

LIFEBOATS

1. Lifeboats were the luxury of the First Class. The White Star Line staff was deferential to the First Class in all things, so it was natural that the launching of the lifeboats began on the First Class decks. Half the lifeboats, and all of the first six launched, contained only passengers from First Class, plus crew members to do the work. Although no one but First Class passengers could board a First Class deck lifeboat, First Class passengers were welcome to board First and Second Class deck lifeboats.

2. Lawrence Beesley, a surviving Second Class passenger, reported that several women in Second Class were turned away when they tried to enter the part of the deck reserved for First Class where half the lifeboats were located. Later, however, First Class passengers easily found their way to the lifeboats not located on the First Class deck.

3. The total capacity of the combined total of lifeboats was rated at 1,178, but the rating was not necessarily a practical number. According to testimony provided at the British inquiry, a more realistic capacity for a lifeboat rated for 65 was closer to 50, except on the most favorable conditions. On the night of the sinking of the Titanic, the sea was absolutely smooth and still -- "most favorable conditions."

4. All of these early launched "First Class" lifeboats were notorious for being launched at less than half capacity. The number of passengers was also far below what would have been a comfortable number.

5. All of the lifeboats launched from the starboard First Class Deck had more men than women aboard. Whether or not they boarded after all the women were given a chance is not certain.

6. The crew loading passengers on the port side were quite extreme in enforcing a "Women and Children Only" policy. They not only refused to allow men to board, but in at least one case, physcially removed men who had seated themselves.

7. According to testimony of Dr. Washington Dodge, a third of the lifeboats had been launched, including those furthest from capacity, before there was a general consensus among the passengers that the Titanic would or could sink.

8. Especially early on, when only the First Class passengers had the option to board, most believed that boarding a lifeboat was not wise or necessary. The crew was not well trained in lowering the boats, the pulleys did not function smoothly, so anyone watching the jerky, delayed, and hesitant lowering might easily conclude that the safer option would be to stay aboard the world's largest most luxurious lifeboat, the Titanic itself.

9. Although lifeboat 4 picked up six or eight passengers from the water and D hauled in at least one man before they distanced themselves from the ship, the only lifeboat to go back to try to rescue people after the Titanic went under was 14, not a "First Class" lifeboat. It was only able to pick up three or four passengers from the water.

10. Testimony has made it clear that Captain Smith and the chief officers of the Titanic knew before the first lifeboat was launched that the Titanic would sink, but no one among the crew took measures to ensure that all boats were adequately filled.

11. Naval traditions and social customs and some absence of knowledge did not give the crew doing the actual loading of the lifeboats any capacity for planning or making any but the most pressing reasoned judgments.

12. The decision to allow so many lifeboats to be launched at less than half capacity when it was known that the Titanic would sink in a matter of hours rested with Captain Smith. Some have charged that it was his indecision, rather than any overt decision by him, that cost so many lives.

RESOURCES WITH TITANIC FACTS AND STATISTICS

RESOURCES USED FOR CALCULATING THE TABLES:

My initial source for compiling passenger statistics was Titanic Passenger List, 10 April 1912, by Michael Findlay. Mr. Findlay is probably the world's leading authority, having spent years of research tracking down individuals from around the world to produce his list. It can be found in two print sources that I have seen. It is an appendix found inTitanic: Women and Children First, by Judith B. Geller (Norton, 1998) and Titanic: Triumph and Tragedy by John P. Eaton & Charles A. Haas (Patrick Stephens, 1994).

I have also extensively used Philip Hind's Encyclopedia Titanica, beginning when it was called R.M.S. Titanic: Her Passengers and Crew. Hind has also used Michael Findlay's list as a starting point and adapted and added to it, especially with biographical details. His is the best and almost only readily available source I know of for information about the Titanic's crew.

Hermann Soldner's booklet, "RMS Titanic: Passenger and Crew List 10 April 1912-15 April 1912," once available on the web, was my principle source for nationality information. His research data are still available in different and expanded formats on Encyclopedia Titanica.

Two researchers who have presented Titanic statistics online are Lester J. Mitcham and Chuck Anesi. Although I didn't discover their pages until after I had created my own tables, I have since compared my numbers with theirs, and though none of our statistics quite agree, their compilations were helpful as I tried to get my tables to mesh with each other.

Titanic: A Tragic Destiny, a site no longer maintained, featured a chronology and other information that I found helpful in putting together the the lifeboat table.

Titanic Inquiry Project provides the official transcripts of the inquiries made by both the British Board of Trade and the United States Senate. Thousands of pages are available and searchable.

There were earlier efforts attempted to compile passenger names and information, as well:

Walter Lord included as an appendix the passenger section of the White Star Line's final list of lost and saved, dated May 9, 1912 in his A Night To Remember (Henry Holt, 1955). The list was official, but it was full of errors.

Lists were also reported in the London Times in the days following the disaster. By April 20, the Times reproduced an official list supplied by the White Star Line. It differs in form and content from the list in A Night To Remember.

Colonel Archibald Gracie's The Truth about the Titanic (1913) was the first published attempt to compile information about who was on which lifeboats. It is incomplete and for the most part ignores steerage passengers.

All photographs used on this page are in the public domain. The animated illustration at the top of the page showing the sinking of the Titanic is based on the following six sketches of the sinking drawn by Jack Thayer, a 17-year old surviver, who also drew them while on board the Carpathian on April 15, probably not long after he came aboard. His sketches were first published to illustrate an account he wrote that was included as a chapter in Sinking of the Titanic and Great Sea Disasters - As Told by First Hand Account of Survivors and Initial Investigations edited by Logan Marshall, was published in 1912 by several publishers, including The International Bible House, which was my source. Thayer controversially showed the Titanic breaking in two. This fact was not widely believed until after Robert Ballard's underwater team proved him to be right in 1985.

This page maintained by John R. Henderson (jrhenderson9 @ gmail.com).
I am a retired librarian who created this page when working at Ithaca College, Ithaca, NY.
First created on 6 June 1998. Links last checked on 26 January 2023.
URL: http://www.icyousee.org/titanic.html

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icyousee titanic titanic unsinkable demographics sinking passengers crew lifeboat lifeboats

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ICYouSee: discussion and analysis of the demographics of the passengers and crew of the Titanic

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Titanic, the so-called "unsinkable ship," struck an iceberg on April 15, 1912, and sunk to the bottom of the ocean, claiming the lives of more than 1,500 of the 2,220 people onboard.
The ship's designers, paid well by the White Star Line, went out of their way to tell the world that the construction was safe and sound for the voyage across the northern Atlantic Ocean, from Southampton, England, to New York. The designers were so convinced of the infallibility of their design that they included only 20 lifeboats, enough for one-third of the people onboard to vacate the ship if necessary.

On April 10, the giant ship left port. After four days, the unthinkable happened and the unsinkable ship sank, having struck a large iceberg that ripped large enough holes in the lower decks to split the ship in half.

The collision occurred 375 miles south of Newfoundland and caused several of the ship's watertight compartments to open, allowing water to rush in and trapping many people on the lower decks.

Only 18 of the 20 lifeboats were launched, and none of them were filled to capacity. Some had only 20 or 30 people onboard, and the population of lifeboats was top-heavy in terms of class, with many more first-class passengers than anyone else. (This eyewitness account from a survivor says that only 36 people were in her lifeboat.)

In many ways, the Titanic passenger list reflected the wide class divide of the times. Of the 1,296 total passengers onboard the massive ocean liner, 319 were labeled as first class, 269 were termed second class, and 699 were called third class, or steerage.

A closer look at the casualty figures reveals that of the 319 first-class passengers, 200 survived and of the 269 second-class passengers, 117 survived. Only 172 of 699 third-class passengers survived. A similar percentage can be found among crew and staff: 215 of 918 survived.

This happened for a few reasons, most notably that the first-class passengers were, by and large, the first ones into the lifeboats. Of the 20 lifeboats onboard, 18 were set afloat. All but three of the lifeboats had a capacity of 65 (the others could carry 40), but very few lifeboats began their journeys away from the sinking ship with 65 people aboard.

First-class passengers only were allowed on the first several lifeboats. Second-class passengers were on the eighth lifeboat to launch, and third-class passengers were not on a lifeboat until the 12th one to go.

Another contributing factor to the death of so many third-class passengers was the public health law that required the locking of gates that separate these lower-deck passengers from the "higher" classes.
More in-depth statistics
The Titanic had struck the iceberg at 11.40 p.m. on the night of April 14. About 2:20 a.m. the next morning, the boat broke apart and sank, bow-first, with more than 1,000 people still onboard. The water was freezing, and hundreds of people died quickly from hypothermia.

Survivors were eventually rescued by crew aboard another large ship, the Carpathia.

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The Titanic, the so-called 'unsinkable ship,' struck an iceberg on April 15, 1912, and sunk to the bottom of the ocean, claiming the lives of more than 1,500 of the 2,220 people onboard.

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Why and How the Titanic Sank (Infographic)

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A remarkable variety of elements came together to sink the famed steamship Titanic.

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Life aboard the Titanic - source 5 - The National Archives

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Telegram received by the Russian liner Birma (MT 9/920c)

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New CGI of How Titanic Sank | Titanic 100

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The Unknown About The Unsinkable Titanic

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Did more than just the iceberg lead the "unsinkable" Titanic to sink?