Crowd Awaiting Survivors of Titanic, 18 April 1912 U.S. Library of Congress,Bain Collection, Control #ggb2004010347 Public Domain
It had been a long three days since Titanic sank when Carpathia arrived bearing Titanic’s survivors. What had been first optimistic news turned grim after the miscommunication had been sorted out. Titanic had sunk and 1500 had perished out in the cold North Atlantic. News as to who exactly had survived was not fully known as Carpathia had kept a media blackout during its journey to New York. There was a reporter on board but had to keep his notes secret in a cigar box lined with champagne corks. He would toss it towards a Hearst editor in a tugboat in New York harbor where it would be raced for a special evening edition of New York World. 50 tugboats full of reporters yelled at the ship through megaphones offering money for eyewitness accounts. Carpathia first stopped at Pier 59, the White Star Line pier and offloaded Titanic‘s lifeboats. They were all that were left of the ship aside from the flotsam and jetsam that would be found later in the Atlantic. Then Carpathia proceeded to Pier 54 and the Titanic survivors disembarked. It was only then it was truly known who did survive and who did not.
Sources:
Books
Behe, George TITANIC: SAFETY, SPEED AND SACRIFICE, Transportation Trails, Polo, IL 1997
Eaton John P. & Haas Charles, TITANIC TRIUMPH AND TRAGEDY, SECOND EDITION, W.W. Norton & Company, New York, New York, 1995 First American Edition
Lord, Walter, A NIGHT TO REMEMBER, Holt Rinehart and Winston, New York, New York, 1955. Multiple revisions and reprints, notably Illustrated editions (1976,1977,1978 etc)
Lord, Walter, THE NIGHT LIVES ON, Willian Morrow and Company, New York, New York, 1986 (First Edition)
Lynch, Don & Marshall Ken, TITANIC AN ILLUSTRATED HISTORY, Madison Press Books, Toronto, Ontario Canada, 1992
CS Mackay Bennett (circa 1884) Artist Unknown Public Domain/Wikimedia Commons
As the world awaits news of who survived Titanic, the White Star Line decides to hire ships to go out and retrieve bodies. Reports of bodies floating in the Atlantic had been reported and White Star wanted to retrieve them as quickly as possible for a number of practical reasons. Ocean currents would eventually move them out of the area, so getting them retrieved as soon as possible would allow families to lay them to rest. Another reason for speed was that sea creatures and birds would start consuming the bodies making identification difficult as well. The cable ship Mackay Bennett was the first ship hired by White Star (others would be employed as well) to retrieve bodies. The ship emptied itself of its normal stores in Halifax, Nova Scotia and brought aboard supplies for its new mission:
Embalming supplies and coffins (100)
Chief embalmer of John Snow & Co., John R. Snow Jr.
100 tons of ice to store the bodies
Canon Kenneth Hind of All Saints Cathedral, Halifax
Mackay Bennett left Halifax at 12:28 pm on 17 April 1912. Due to heavy fog and rough seas, it would take four days to reach where Titanic sank. They began recovery at 0600 on 20 April. Bodies were manually recovered by skiffs and brought back to the ship. They recovered 51 bodies but realized they did not have enough embalming supplies on hand. Since the laws at the time required bodies to be embalmed before unloading from ships docking in a Canadian port, they followed a general procedure:
First class passengers were embalmed and placed in coffins
Second and third class passengers along with crew were embalmed but wrapped in canvas
Bodies that were too decomposed or disfigured were buried at sea
Bodies that were brought back were either transported by relatives to their final resting place or interred in Halifax, Nova Scotia.
Sources:
Books
Behe, George TITANIC: SAFETY, SPEED AND SACRIFICE, Transportation Trails, Polo, IL 1997
Eaton John P. & Haas Charles, TITANIC TRIUMPH AND TRAGEDY, SECOND EDITION, W.W. Norton & Company, New York, New York, 1995 First American Edition
Lord, Walter, A NIGHT TO REMEMBER, Holt Rinehart and Winston, New York, New York, 1955. Multiple revisions and reprints, notably Illustrated editions (1976,1977,1978 etc)
Lord, Walter, THE NIGHT LIVES ON, Willian Morrow and Company, New York, New York, 1986 (First Edition)
Lynch, Don & Marshall Ken, TITANIC AN ILLUSTRATED HISTORY, Madison Press Books, Toronto, Ontario Canada, 1992
New York Times Front Page 16 April 1912 Public Domain (Wikimedia Commons)Titanic lost: Belfast Telegraph front page on 16 April 1912 Source: Belfast Telegraph
The distress call from Titanic was greeted with disbelief and shock. News reached New York on on Monday evening about the distress call. Philip Franklin, who was in charge of the White Star Line office in New York issued a statement around 10:30 pm that “There is no danger that Titanic will sink. The boat is unsinkable, and nothing but inconvenience will be suffered by the passengers.”
Messages from Titanic and other ships responding were being relayed to Cape Race and then re-transmitted on. It is during this process that things likely went amiss causing confusion. Pieces of messages got mixed up with others indicating Titanic and its passengers had been saved and was in tow to Halifax. This led to Franklin issuing another statement later that said (in part) “We hope that reports from the Virginian and the Parisian will prove to be true, and that they will turn up with some of the passengers…”Most newspapers were reporting that evening that all Titanic passengers had been saved and on various ships. Titanic was being towed to Halifax. Based on that, White Star chartered trains to take families to Halifax to meet their relatives there.
Over at the New York Times, its managing editor Carr van Anda, did not accept this. Messages from Titanic had stopped indicating it likely sank. On Monday morning, 15 April 1912, the headline of the Times had the following headline:
New Liner Titanic Hits Iceberg;
Sinking By Bow At Midnight;
Women Put Off In Lifeboats;
Last Wireless At 12:27 A.M Blurred
By midnight on the previous day, Franklin had begun to realize that something had gone terribly wrong, but it was still unconfirmed at that point. “I thought her unsinkable, and I based my opinion on the best expert advice. I do not understand it.” He would weep later when the truth would eventually be learned. As the trains sped north to Halifax, they would be stopped and turned back to New York with apologies to all aboard. The survivors were coming to New York instead. The message sent by J. Bruce Ismay from Carpathia to White Star reported Titanic had sunk. It would be learned all the survivors were aboard Carpathia bound for New York.
—
There were no such confusing reports in Ireland, Britain or elsewhere. In Belfast, those who had worked on the great ship awoke the next day to see two words on the news board the kids had to sell newspapers:
Titanic Sunk
They could not believe what they were reading. The ship they had helped build, craft, and launch was now lying on the bottom of the Atlantic. Many wept and others just stood in shock at the news. Ships back then were constructed by hand so many who had labored on the ship had a sense of pride at what they did. In Southampton, many went to the White Star Line offices to find out what had happened to their husbands, sons or daughters. White Star had lists but not great ones with just last names listed in many cases. Southampton would see many homes without fathers, mothers (or both) as a result of Titanic sinking. As news spread around the world, anxious families would also inquire but would not be able to learn anything.
Aboard Carpathia, Ismay isolated himself in a cabin. Wireless messages were being sent outbound by survivors aboard, but it would not respond to specific requests, even one from the President Taft of the United States inquiring about the fate of his friend and military aide Colonel Archibald Butt.
That would not be known for a few days. Carpathia was inbound to New York and only when it arrived on 18 April 1912, would they truly know who had survived and who had perished. And all that remained of that once great ship were the lifeboats that would be unloaded at the White Star Line pier.
Sources:
Books
Behe, George TITANIC: SAFETY, SPEED AND SACRIFICE, Transportation Trails, Polo, IL 1997
Eaton John P. & Haas Charles, TITANIC TRIUMPH AND TRAGEDY, SECOND EDITION, W.W. Norton & Company, New York, New York, 1995 First American Edition
Lord, Walter, A NIGHT TO REMEMBER, Holt Rinehart and Winston, New York, New York, 1955. Multiple revisions and reprints, notably Illustrated editions (1976,1977,1978 etc)
Lord, Walter, THE NIGHT LIVES ON, Willian Morrow and Company, New York, New York, 1986 (First Edition)
Lynch, Don & Marshall Ken, TITANIC AN ILLUSTRATED HISTORY, Madison Press Books, Toronto, Ontario Canada, 1992
The Grand Staircase of the RMS Olympic Photo:Public Domain (Wikipedia)
Sunday, 14 April 1912 was what many survivors thought was the best day of the journey so far. Religious service was held in the First-Class dining room at 10:30 am. Many in first and second class had a very nice meal afterwards, followed by a stroll around the deck. Ice warnings had been received from other ships in the past two days, but no one had plotted them or gave them deep thought. Icebergs were common and no one thought they were that serious of an issue at the time. At noon the ship’s officers got together on wing bridge to calculate the Titanic’s position.
About 1:42 pm, White Star Liner Baltic reported large quantities of field ice along with the coordinates. The message was delivered to Captain Edward J. Smith who passed it on to Joseph Bruce Ismay, chairman of White Star Line. The Amerika sighted a large iceberg at 1:45 pm and transmitted notice and its coordinates as well. As the afternoon progressed, air temperature began to drop and by 7:30 pm was at 33?F. At 5:50 pm, Captain Smith orders the course to south and west of the usual course taken possibly due to the ice warnings.
RMS Olympic First Class Lounge (1912) Photo: Robert John Welch (1859-1936), official photographer for Harland & Wolff Public Domain/Wikimedia Commons
At 7:30 pm, the Californian reported three large icebergs, which was reported to the bridge while Second Officer Charles Lightoller is on duty. Captain Smith was attending a dinner in the First-Class Dining Room. Contrary to what is shown in A Night To Remember, messages were not delivered by the wireless operators but by Titanic crew. Lightoller would order the crew to watch the fresh water supply as the temperature was dropping to freezing. Smith would return to the bridge at 8:55 pm and discuss with Lightoller to the weather and icebergs. Captain Smith would retire for the night at 9:20 pm telling Lightoller to wake him “if becomes at all doubtful’. At 9:30 pm, Lightoller would advise the lookouts to watch for icebergs.
The Mesaba sent a warning of heavy pack ice and icebergs at 9:40 pm. However due to heavy wireless passenger traffic, Jack Phillips was too busy to have it sent to the bridge. At 10:00 pm, First Officer William Murdoch would relieve Second Officer Lightoller. Lightoller would tell Murdoch of current conditions. The lookouts were also relieved by the new watch. Lookouts Frederick Fleet and Reginald Lee are advised to watch for icebergs. Since it is a moonless night and the sea calm, they will need to be extra alert in looking for any ice fields or icebergs that might appear. Also, they have no binoculars as they have been misplaced. The temperature continues to drop and is recorded at 31?F.
The Californian decides to stop at 10:55 pm due to large field ice in its way. Warnings were sent out to all shipping in the area. The wireless operator contacts Titanic with additional ice warning. Jack Phillips sends back a blunt response telling him to shut up as he was sending messages through Cape Race. At around 11:00 pm, most people are either in bed or heading back to their cabins. A few might still be enjoying a drink, a card game, or reading. By 11:30 pm, the Californian wireless operator, after listening to Titanic’s message traffic, shuts down and goes to bed.
Photograph of iceberg taken by chief steward of Prinz Adalbert on morning of 15 April 1912 near where Titanic sank. At the time he had not learned of the Titanic disaster. Smears of red paint along the base caught his attention. The photo and accompanying statement were sent to Titanic’s lawyers, which hung in their boardroom until the firm dissolved in 2002. Public Domain
Just before 11:40 pm, lookouts spot an iceberg 500 feet away. Lookout Frederick Fleet rings the bell three times and calls the bridge telling Murdoch ‘Iceberg, right ahead.’ Titanic was doing around 21 knots (or slightly less) at the time. Murdoch gives the order “hard a starboard,” orders the engines stopped then full astern, and seals the watertight doors. Due to the size, ships of this size have a larger turning radius then most. At first it looked like Titanic would hit the iceberg dead on but then slowly veers to port to pass by on the starboard. Some speculate the iceberg may have been inverted making it larger underwater than on top. The iceberg makes contact with the ship causing large and small punctures in the process as it scraped the ship.
Thomas Andrews, 1911 Public Domain/Wikimedia Commons
Captain Smith would come to the bridge to determine what happened and informed they struck an iceberg. Reports started coming in of water in the mail room and other areas of the ship. Titanic designer Thomas Andrews assesses the damage along with Captain Smith. With water coming in the mail room and in the first five compartments of the ship, Andrews informs Smith that Titanic will stay afloat for 1 ½ to 2 hours. The ship could survive one compartment being damaged but all not all five with water coming pulling it down at the bow. Captain Smith was in a state of shock at this news and had to be prodded to order lifeboats be lowered, muster the crew, and evacuate the passengers. Since lifeboats were based on tonnage (per British Board of Trade regulations) and not capacity, 1,178 of 2,227 passengers could be put into them if filled to capacity.
At 12:15 am, Captain Smith orders wireless operators Jack Phillips and Harold Bride to send out distress messages. While SOS is the new distress signal, they also send out the older one CQD (come quick distress). Many ships will hear the distress but many like the Frankfurt are too far away to respond. On Carpathia, approximately 58 miles away, its wireless operator heard the message at 12.20 am, “Come at once. We have struck a berg. It’s a CQD, old man.” Once informed of this, Captain Arthur Rostron immediately orders his ship make to the coordinates provided by Titanic. As the ship speeds to the scene at top speed, he issues a flurry of orders to make ready the ship for receiving survivors. It would take three hours for Carpathia to arrive.
Since Titanic lacked a central alarm system to notify passengers to evacuate the ship, it fell to stewards and others to knock on passenger’s doors to rouse them. At first many did not believe the ship was in any danger but that would become apparent as time went on. Since the crew had not had any training or drills in lowering the lifeboats, they were unsure the davits were strong enough or the capacity of the lifeboats. And the system of who could board lifeboats varied from port or starboard side. Lightoller was strict about women and children first. At 12:45 am, lifeboat number 7 on the starboard side was lowered but only had 27 people instead of full capacity of 65.
Titanic fired distress rockets as well to get the attention of any nearby ships. They were seen by the Californian, but they did not know the source and did not investigate. A ship appeared to be ten miles away but did not respond to rockets or the Morse lamp. Later some thought this was a Norwegian fishing vessel illegally hunting seals, but evidence did not confirm it. Whether this ship was a mirage caused by conditions on the sea or atmospherics, or the real thing, has never been confirmed. By 12:55 am, lifeboats 5 and 6 are lowered. Number 6 had passenger Molly Brown and lookout Frederick Fleet. Quartermaster Robert Hitchens, who was at the helm when Titanic struck the iceberg, would be criticized later for refusing to look for survivors
By 1:00 am, lifeboat 3 is lowered and only carries 39 people, 12 from the crew. Lifeboat 1 is lowered with only 12 people. It is one of the emergency cutters designed for quick lowering and raising in cases of a person overboard. It can hold up to 40. Both Sir Cosmo Edmund-Duff Gordon are aboard this lifeboat. They would be accused, but denied it, of bribing the crew by giving them £5 each to keep others from using the boat. Sir Cosmo would say the money was offered to them for them to replace lost clothing and gear.
At 1:10 am, the first lifeboat on the port side is lowered. Number 8 only had 28 people on it and included the Countess of Rothes, Lucy Noel Martha. Ida and Isidor Strauss were offered seats on this lifeboat but decline. Isidor believed women and children should go first and Ida did not want to leave her husband. “Where you go, I go,” she said. Both would remain aboard Titanic and perish when it sank. Lifeboat 10 is launched at 1:20 am and had the nine-week-old Milvina Dean on it. She would become later one of the survivors often interviewed about Titanic and lived a long life till dying in 2009 at the age of 97. Lifeboat 9 is launched and is near capacity at 56 people aboard. Benjamin Guggenheim’s mistress was aboard, but he remained with his valet aboard the ship dressed in formal attire.
On Olympic, there was some confusion about the distress call they received. It is possible that with all the signals going out that night, that some got jumbled up (this proved true later when apparently confusing messages were received in New York). About 1:25 am, they radioed Titanic asking if they steaming to meet them. The response was simple that they were putting women off in the boats. Later Olympic would be informed by Carpathia of the sinking. Panic was starting to set in aboard the ship as it became very obvious by this time she was sinking and filling up with water. A panic near lifeboat 14 caused Fifth Officer Boxhall to discharge his weapon. He took command of the lifeboat and would later transfer people into other lifeboats so they could look for survivors. The lowering of lifeboat 13 is quickly followed by 15. However, it drifts underneath the lowering lifeboat but quick action by crewman in 13 save it by cutting the ropes and rowing away.
Between 1:35-1:40 am lifeboat 16 and collapsible C is lowered. On C is White Star chairman J. Bruce Ismay. Later he would be criticized that he boarded before women and children. He would claim that neither were around when he boarded the lifeboat. True or not, it would stick with him for the rest of his life with some calling him a coward. By 1:45 am, Emergency Cutter 2 is launched with Boxhall with 20 people. Lifeboats 11 and 4 would be launched as well. Madeline Astor, five months pregnant, is aboard number 4. Her husband, John Jacob Astor, would ask to join her but Lightoller, who followed the order of woman and children first, declined. Astor’s body would later be recovered.
Titanic Captain Edward J Smith, 1911 Author unknown. Published after sinking in 1912 Public Domain/Wikipedia Commons
By 2 am only the collapsible boats remain. Titanic had sunk low enough that the stern propellors were now visible. Collapsible lifeboat D is launched from the roof of the officer’s quarters and would have 20 people in it. Collapsible A is washed off the deck and partly filled with water. Fifth Officer Harold Lowe in lifeboat 14 finds only 12 of the 20 that got into it are alive. Collapsible B falls and swept off before it can be righted. The now overturned lifeboats is used by 30 people including Lightoller and wireless operator Bride. At this point, Captain Smith releases the crew saying, “it’s every man for himself.” Smith was last seen on the bridge and his body was never recovered. Wireless operator Phillips sends the final distress signal at 2:17 am. He made it to collapsible lifeboat B but died from exposure. His body would not be recovered.
Titanic is plunged into darkness as its power generators fail. The bow continues its inexorable pull downward as the stern rises higher out of the water. Around 2:18 am, the tremendous strain on the midsection of the ship causes it to break in two between the third and fourth funnels. The bow would disappear beneath the waves while the stern settles back in the water. At this moment, those on the stern can literally swim away before it starts rising. Water would fill into the stern causing it to rise and becoming vertical. At 2:20 am, it would begin the final plunge and disappear. Titanicwas gone.
RMS Carpathia (date unknown) Image: public domain
Carpathia would arrive in the area firing rockets to get attention at around 3:30 am. Lifeboat 2 was the first to reach the rescue ship. It would take several hours to pick up all the survivors. Ismay would send a message to the White Star Line office informing them Titanic sank. He then would isolate himself in a cabin for the remainder of the voyage to New York. The Californian arrived on scene at 8:30 am. They learned of the sinking around 5:30 am. They find no survivors.
Collapsible lifeboat D photographed by passenger on Carpathia on the morning of 15 April 1912. Public Domain(Wikipedia)
At 8:50 am, Carpathia sounded her whistle and began heading to New York with the 705 survivors aboard. Due to garbled and mixed-up messages, the American press believed at first disaster had been averted and she was in tow. People were gathering outside of the White Star Liner offices in New York, London and other offices for information. The White Star Line office in New York believed Titanic was okay and conveyed that to the public that morning. However, that changed by the afternoon when Ismay’s message from Californian was received and other information also confirmed it as well. Titanic, the pride of the White Star Line, had sunk on her maiden voyage taking 1,500 lives with only 705 survivors.
Sources:
Books
Behe, George TITANIC: SAFETY, SPEED AND SACRIFICE, Transportation Trails, Polo, IL 1997
Eaton John P. & Haas Charles, TITANIC TRIUMPH AND TRAGEDY, SECOND EDITION, W.W. Norton & Company, New York, New York, 1995 First American Edition
Lord, Walter, A NIGHT TO REMEMBER, Holt Rinehart and Winston, New York, New York, 1955. Multiple revisions and reprints, notably Illustrated editions (1976,1977,1978 etc)
Lord, Walter, THE NIGHT LIVES ON, Willian Morrow and Company, New York, New York, 1986 (First Edition)
Lynch, Don & Marshall Ken, TITANIC AN ILLUSTRATED HISTORY, Madison Press Books, Toronto, Ontario Canada, 1992
RMS Olympic First Class Lounge (1912) Photo: Robert John Welch (1859-1936), official photographer for Harland & Wolff Public Domain/Wikimedia Commons
Titanic made its last stop yesterday (11 April 1912) in Queenstown (now Cobh) Ireland. She has now begun her maiden voyage to New York. Passengers adjust to the ship routine and their temporary lodgings. The ship was laid out not unlike a major hotel and designed with luxury in mind. First class cabins were designed in Empire style, which had become popular towards the end of the 19th century. Napoleon had started it back when he was in power and it became popular outside of France. It faded in popularity, but many upper class and aristocrats began to appreciate it again in the late 19thand early 20th centuries. Other styles were used in Second Class and public areas of the ship. All of it was designed to convey you were not on a ship but in a grand place.
RMS Olympic’s A la Carte Restaurant, located in B-Deck level. Circa May 1911 Robert John Welch (1859-1936), official photographer for Harland & Wolff Public Domain/Wikimedia Commons
Aside from amenities such as a salt-water swimming pool, a gymnasium and Turkish bath (to name a few), there was a massive reception area, a smoking room for men, and a room to read and write while aboard. The A La Carte restaurant was designed like the Ritz Hotel and run by well-known Italian restaurateur, Gaspare Gatti. The Cafe Parisien was designed to resemble a French sidewalk café. This was an annex to the restaurant and offered high end French cuisine. The Dining Saloon on D deck could seat up to 600 at a time.
Third Class (called Steerage back then) was different from other ships of its time. In other ships, most slept in dormitories, had little food and toilet facilities were inadequate. White Star changed that (they made a lot of money from this class, so it was worth the improvements). Single men were housed in the forward areas while families, single women, and couples in the after. All had private rooms that were small but comfortable holding each up two, four, six or eight and ten passengers depending on the accommodation. Running water and toilet facilities were provided as well (though not in the rooms). Third class had its own dining rooms and gathering areas as well. There was a large open space on D Deck for socializing, its own smoking room for men, and an area on C Deck women could use for reading and writing. Third Class on Titanic was luxurious compared to other shipping lines of the day.
Including her stop in Queenstown, Titanic traveled 326 miles by this date.
https://youtu.be/3OPJRWRDdAs
Sources:
Books
Behe, George TITANIC: SAFETY, SPEED AND SACRIFICE, Transportation Trails, Polo, IL 1997
Eaton John P. & Haas Charles, TITANIC TRIUMPH AND TRAGEDY, SECOND EDITION, W.W. Norton & Company, New York, New York, 1995 First American Edition
Lord, Walter, A NIGHT TO REMEMBER, Holt Rinehart and Winston, New York, New York, 1955. Multiple revisions and reprints, notably Illustrated editions (1976,1977,1978 etc)
Lord, Walter, THE NIGHT LIVES ON, Willian Morrow and Company, New York, New York, 1986 (First Edition)
Lynch, Don & Marshall Ken, TITANIC AN ILLUSTRATED HISTORY, Madison Press Books, Toronto, Ontario Canada, 1992
RMS Titanic pictured in Queenstown, Ireland 11 April 1912 Source:Cobh Heritage Centre, Cobh Ireland/Wikimedia Commons
Titanic arrives in Queenstown (now Cobh) Ireland at 11:30 am at Roches Point, the outer anchorage of Queenstown Harbor. Tenders PS Ireland and PS America would transport passengers from the White Star Line pier to the ship. The tenders also picked up mail bags at Deepwater Quay that had been brought in by train. 123 passengers embarked from Queenstown. Of the 123, three were first class, seven second class, and the remaining third class (called steerage back then). One of those disembarking was Francis Brown (later Father Brown, SJ) with his camera and photos of life aboard ship. Titanic departed at 1:30 pm for New York.
Sources:
Books
Behe, George TITANIC: SAFETY, SPEED AND SACRIFICE, Transportation Trails, Polo, IL 1997
Eaton John P. & Haas Charles, TITANIC TRIUMPH AND TRAGEDY, SECOND EDITION, W.W. Norton & Company, New York, New York, 1995 First American Edition
Lord, Walter, A NIGHT TO REMEMBER, Holt Rinehart and Winston, New York, New York, 1955. Multiple revisions and reprints, notably Illustrated editions (1976,1977,1978 etc)
Lord, Walter, THE NIGHT LIVES ON, Willian Morrow and Company, New York, New York, 1986 (First Edition)
Lynch, Don & Marshall Ken, TITANIC AN ILLUSTRATED HISTORY, Madison Press Books, Toronto, Ontario Canada, 1992
RMS Titanic departing Southampton on April 10, 1912.
Titanic captain Edward J. Smith boards ship at 7:30 am. At 12 noon, Titanic begins her maiden voyage. While departing, suction from propellers causes New York to break moorings. Collision is averted by tugs and extra speed from Titanic. She heads across the English Channel and arrives at Cherbourg, France at 5:30 pm. 274 passengers board including John Jacob Astor. 22 passengers disembark. She departs at 8:30 pm for Queenstown (now Cobh), Ireland.
Sources:
Books
Behe, George TITANIC: SAFETY, SPEED AND SACRIFICE, Transportation Trails, Polo, IL 1997
Eaton John P. & Haas Charles, TITANIC TRIUMPH AND TRAGEDY, SECOND EDITION, W.W. Norton & Company, New York, New York, 1995 First American Edition
Lord, Walter, A NIGHT TO REMEMBER, Holt Rinehart and Winston, New York, New York, 1955. Multiple revisions and reprints, notably Illustrated editions (1976,1977,1978 etc)
Lord, Walter, THE NIGHT LIVES ON, Willian Morrow and Company, New York, New York, 1986 (First Edition)
Lynch, Don & Marshall Ken, TITANIC AN ILLUSTRATED HISTORY, Madison Press Books, Toronto, Ontario Canada, 1992
Fresh food was loaded today on Titanic in preparation for its departure. Feeding passengers and crew was no small thing back then. At maximum capacity, it would carry 2,453 passengers and around 900 crew. That meant having large quantities of just about everything- meats, dairy, vegetables, fruits, flour, bread, and cereals. Since the ship served alcohol, it also carried ale, wine, and liquor as well. And, of course, a gentleman back then would have a cigar with his brandy, so they had cigars as well. Drinking water had to be stored as well for the voyage along with crockery, glassware, and cutlery for food to be prepared, served and eaten on. You can view a list of food at Titanic Facts.
Sources:
Books
Behe, George TITANIC: SAFETY, SPEED AND SACRIFICE, Transportation Trails, Polo, IL 1997
Eaton John P. & Haas Charles, TITANIC TRIUMPH AND TRAGEDY, SECOND EDITION, W.W. Norton & Company, New York, New York, 1995 First American Edition
Lord, Walter, A NIGHT TO REMEMBER, Holt Rinehart and Winston, New York, New York, 1955. Multiple revisions and reprints, notably Illustrated editions (1976,1977,1978 etc)
Lord, Walter, THE NIGHT LIVES ON, Willian Morrow and Company, New York, New York, 1986 (First Edition)
Lynch, Don & Marshall Ken, TITANIC AN ILLUSTRATED HISTORY, Madison Press Books, Toronto, Ontario Canada, 1992
Signed “Love, Jack,” the postcard was sent by a hero of the Titanic disaster – but he wasn’t the fictional (swoon!) Jack Dawson character played by Leonardo DiCaprio in the epic 1997 movie. Nonetheless, the 1912 correspondence bearing an image of the supposed “unsinkable” ship written by senior wireless operator Jack Phillips is expected to fetch at least $15,000 at auction this month. The then-24-year-old sent the postcard 109 years ago to his sister, Elsie Phillips, from Belfast, Ireland, on March 7, just five weeks before the fateful sinking — and his death on April 15. He wrote a sweet message to his sibling on the reverse of the glossy photo postcard showing the White Star Line’s Titanic on the day of its launch at Belfast on May 31, 1911.
March 6, 1912: Titanic (right) had to be moved out of the drydock so her sister Olympic (left), which had lost a propeller, could have it replaced. Robert John Welch (1859-1936), official photographer for Harland & Wolff Public domain
Marion Wright’s five-page account was written to her dad the day after the disaster in April 1912. She watched from a lifeboat as the Titanic sank after hitting an iceberg. Marion, who was 26 at the time, wrote: “It was terrible… I don’t think I shall ever forget it… “We saw the crowds of people when she broke in two which she did a few minutes before she sank going down with a huge explosion over the cries of the people left on board.” She was in her cabin when the “unsinkable” liner struck the iceberg in the north Atlantic.
The letter will be auctioned off by Henry Aldridge & Son on 17 April 2021. It is expected to fetch £6,000 ($8,294)
The final first-class meal ever served on the Titanic is the inspiration for a theatrical dining experience running from April 16 to May 9 at The Goodwin hotel in Hartford. Tyler Anderson, executive chef-owner at the acclaimed Millwright’s in Simsbury, or members of his Millwright’s chef team, will cook for up to 126 people each Friday, Saturday and Sunday night in the second production of “Room Service at the Goodwin,” Anderson has announced. Diners will eat in parties of up to six people, each party in a separate room of the hotel, 21 rooms total. The Titanic meal will be accompanied by a mystery story about the 21 passengers on the Titanic who were bound for Connecticut.
At the time of the disaster, the skies were clear, the sea was calm and there was no moon. Several sightings of the aurora borealis, a visible manifestation of geomagnetic disturbance, were reported. The sunspot cycle was near minimum in 1912, and reports from the British Antarctic Expedition on the fateful night were compatible with a coronal hole event on the sun.
Measurements at several geophysical observatories confirmed the occurrence of a strong magnetic storm. This could have affected compass readings on both Titanic and Carpathia. Zinkova argues that this caused similar errors on both ships, accounting for the miraculous interception of the lifeboats by the rescue vessel. The light from the aurora may also have aided the rescue operation.
Plans are being drawn up to create a new cultural landmark rivalling the Titanic in Belfast and V&A in Dundee in Glasgow. The Ship Yard Trust are looking to create a tourist attraction marking the industrial achievements of the River Clyde and the contribution of the men and women of Glasgow who worked there. The proposal has been described as ‘ambitious’, with the final outcome hoped to be the same quality of other successful attractions including the V&A to put the Clyde on the ‘tourist map’ and provide employment in local communities.
