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The late nineteenth and early twentieth centuries are referred to as "The Gilded Age" or the "Edwardian Era". This time was characterized most notably by tremendous strides in technology as well as an enormous gap between the upper and lower echelons of society. The rich were extremely rich; living like royalty in unrivaled opulence, congregating in glamorous social outings where they flaunted their wealth and prestige. The poor, on the other hand, were extremely poor; living in wretched conditions and unimaginable poverty, often working in factories owned by the upper class for little pay and no benefits to speak of other than not being unemployed. Sandwiched between these two extremes was the "second class", made up of professionals; teachers, doctors and such. Living neither like prince nor pauper, these people made a good living and stood a better chance than most of attaining wealth and power.
Social and economic structuring aside, this period was also marked by an explosion of ocean travel between Europe and the young United States. Both rich and poor were to be found on any vessel crossing the Atlantic. For the wealthy, it was often a vacation or holiday; sometimes business. For the poor, it meant a new life in the new world. Conditions aboard these ships were dreadful. Even the first class passenger was tossed about in a small cabin where even dressing was a task that often resulted in injury. Steerage passengers were massed together in the bowels of the ship in poorly ventilated holds where sanitation and comfort were unheard of. They were often not allowed on deck. The invention of the steam engine revolutionized the shipping industry. Soon ships were being constructed with iron hulls rather than wood, making for larger ships that were much more stable on rough seas. With the larger ships came improved passengers accommodations, even for steerage passengers. Immigration to America increased exponentially as millions of poor Europeans sought a better life in what was coming to be known as the "Land of Opportunity".
Ferrying passengers to the "Land of Opportunity", the British Cunard Line had been virtually unchallenged as the ruler of the Atlantic passenger trade well into the mid 1800’s. In 1867, Thomas Henry Ismay bought the White Star Line; a company founded in 1850. White Star mainly engaged in trade centered on Australian gold fields. In 1869 Ismay formed the Oceanic Steam Navigation Company in an attempt to establish White Star as a high-class steamship service in the Atlantic passenger trade. Within four years, his sixth liner to be built; Baltic, set the Eastbound Atlantic speed record and White Star took it’s place as the leader in Transatlantic travel. Despite the wreck of Atlantic in 1873, the new company continued to rival and often surpass Cunard. The companies competed fiercely, one and then the other gaining an edge over the other by introducing the latest technological advance. In 1889, White Star launched Teutonic and Majestic, ushering in a new era of ocean liner. While all other ships of the day used steam engines in conjunction with sails, he two newest ships had no sails. This left the decks spacious and uncluttered. Soon size and luxury became paramount. Speed alone would not suffice. How you got there was becoming just as, if not more important than how fast you got there.
The dramatic increase in passenger travel caught the attention of American financier, J. P. Morgan. He began buying up most of White Star and Cunard’s smaller competitors under a trust called the International Mercantile Marine. Morgan immediately dropped prices for third-class passage to America. With enormous wealth gained in the steel and railroad industries, IMM could well afford to operate without turning a profit for as long as it took to put competitors out of business. His goal, of course, was to gain control of the two major companies; White Star and Cunard. The latter avoided takeover by obtaining assistance from the British government that allowed it to compete with IMM’s prices and still stay in business. White Star, however, was in trouble. Thomas Henry Ismay had died in 1899, leaving control of his company to his son, J. Bruce Ismay. The younger Ismay was far less experienced than his father. With Cunard on one side being assisted by the British government and IMM on the other stealing virtually all immigrant passengers, White Star seemed on the verge of ruin.
White Star’s well being was of particular concern Lord William Pirrie, who ran the Harland & Wolff Shipyards. The shipyard was built on land that was piled up in Belfast Harbor after it was dredged in the 1840’s to allow bigger ships to pass through. The shipyard was originally built by Robert Hickson and Company, who began building iron ships in 1853. A year later, Edward J. Harland came aboard as a manager and took over the business in 1859. In 1861 he joined forces with G.W. Wolff and Harland & Wolff was born. In 1862, William Pirrie, age 15, started with Harland & Wolff as an apprentice. He rose through the ranks of the company, making partner in 1874 at the age of 27. In 1906, he took control of the company. That same year he was made an English Lord.
Harland & Wolff had built all of White Star’s ships since 1869. Lord Pirrie worried that if White Star went belly up, his own company would lose an important source of business. He recommended to Bruce Ismay that he sell White Star to J.P. Morgan. The consortium formed by such an allegiance would not only save White Star, but would also be the means by which Cunard and the growing German shipping companies could be snuffed out once and for all. It could also, Pirrie hoped, generate more business for Harland & Wolff. Ismay listened and in 1902 White Star became part of IMM and Morgan left Ismay in charge as Managing Director. Keeping a low profile, Morgan gave Ismay and Pirrie complete autonomy. He told them to spare no expense in building the best ships.
1907 saw the launch of two new Cunard ships, Lusitania and her sister Mauretania. At 790 feet long, weighing 30,000 tons, the new leviathans were the talk of the shipping industry and soon set new records for the Atlantic crossing with speeds of 26 - 28 knots. In the summer of that year, Ismay and Pirrie got together at Downshire House, the Pirrie London home, and made plans that would forever alter the course of human history, though certainly not in the ways that they hoped. Pirrie and Ismay drew up plans for three White Star super liners that would take ocean travel to new heights in luxury and comfort. The ships would be 50% larger than the Cunard ships. Though not as fast, they would surpass all other ships ever built in sheer size luxury. They would be known as the Olympic Class Liners, after the first to be built. Olympic would set the new standard in ocean travel. Her sisters, Titanic and Gigantic, sure as their names, would certainly surpass that standard. Nearly 900 feet long and 45,000 tons, the trio would be the largest moving objects ever crafted by the hand of man and would put White Star at the forefront of the race to control the North Atlantic shipping lanes. Bruce Ismay would finally step out of his father’s shadow and into his own. And so, the story of Titanic unfolds…
Bruce Ismay and Lord Pirrie were quick to set into motion the events that would lead to the creation of the super liners they envisioned that summer evening in London. Pirrie took the preliminary sketches and diagrams to his best draftsmen and charged them with turning the idea into reality. In charge of the development team was Pirrie’s nephew, Thomas Andrews. Not even forty years old, Andrews was a brilliant engineer and his dedication to shipbuilding was undeniable. He could often be found at the ship yards before dawn, blueprints stuffed in his pocksets. Andrews would oversee every aspect of construction, from the first design draft to the final rivet.
Ismay’s original concept called for three funnels and four masts on the new ships. Noting that most of White Star’s competitors used four funnels on their ships, Pirrie altered the design to four funnels, three of which would be functional. The fourth would be used for ventilation. Pirrie felt that four funnels were absolutely necessary to provide a more commanding presence. The funnels would also be raked back to give the illusion of speed. Pirrie further altered the plans to include only two masts; one fore and one aft of the funnels. Any more, he felt, would make the ships look too much like sailing vessels. Harland & Wolff drew up a contract with the White Star Line that provided for the ships to be built on a "cost plus" basis. This meant that no matter how high the cost of the vessels rose due to changes in specification or increase in the cost of building materials, the shipbuilder was guaranteed to make a profit on the deal. The average profit margin in contracts such as this was 5% and often paid for in share stock in the contracting company.
As the designs for the ships progressed, the issue of where to construct them was of great concern to Ismay and Pirrie. Harland & Wolff had no facilities for building such enormous vessels. The complex was comprised of four individual shipbuilding yards; Musgrave, Queen’s, Albercorn and Victoria. The board of directors at Harland & Wolff determined that the best way to proceed would be to demolish the three existing slipways at the Queen’s shipyard and replace them with two larger ones. As the construction proceeded, there was yet another challenge; building gantries large enough to facilitate the construction of the new ships. The gantries would be larger than anything ever constructed and dominate the Belfast skyline. A competition was held and various construction companies vied for the contract. The winning design was submitted by Thomas Arrol and Company of Glasgow. Harland & Wolff’s board of directors felt Arrol's design would best serve their needs and the contract was awarded. By Arrol’s design, each slipway would be surmounted with it’s own self-contained and independent gantry. The gantries would be 840 ft. in length, 150 ft. wide and 100 ft. tall, topped with mobile cranes capable of lifting 3 tons each. In addition to the gantry and land mounted cranes, a large floating crane was purchased from a German shipbuilder. This enormous crane could lift 250 tons and be mounted on a large pontoon. It would be used to lift the heavy machinery into the hulls at the fitting out wharf. Pirrie used his power and influence to convince the Belfast Harbour Commision to fund the building of a new dry dock to accommodate the new ships upon their completion. (Dry docks were also referred to as "graving docks" because their depth and rectangular shape resembled a grave.)
It was decided that the ships would not utilize the double-skin hull that had been used in previous vessels. Instead the hull would incorporate a double-bottom instead. In lieu of the double-hull extending all the way up the side of the ship, vertical bulkheads would extend up above the waterline, dividing the length of the vessel into watertight compartments. Emergency doors between the compartments could be closed with the flick of a switch from the bridge in the event of an emergency. The ships would be able to stay afloat with any two of the compartments flooded; a scenario only likely in the event of a broadside collision with another vessel. Additionally, the vessels would float with the forward four compartments flooded, since they were smaller than the rest. There were to be fifteen bulkheads, dividing the ship’s lower hull into sixteen compartments. Despite the fact that Cunard’s newest ships used four propellers, Titanic’s designers decided to go with a three-prop design. The two outboard propellers, triple-bladed, would be driven by two reciprocating engines. The center propeller, with four blades, would run off of steam pressure generated by the engines. This design was far more economic and again Ismay stated that speed was not so much the selling point on these ships as was their sheer size, luxury and safety. The ships would claim no speed records on their crossings but would ferry their passengers across the ocean in style and grace unmatched by even the finest hotels in Europe.
In addition to Thomas Andrews’ keen supervision of the design process, Bruce Ismay played an active role, insisting on being consulted on any changes to the design. Although Andrews was the managing director of the design department, Ismay had the final say on all decisions regarding the development of the Olympic Class liners. In early 1908 the designs were finished. In March of that year, the order for two vessels (the third, Gigantic would be constructed later) was officially placed with Harland & Wolff. As soon as construction on the new gantries was completed, the two new shipyards were assigned hull numbers; 400 for Olympic and 401 for Titanic. Olympic’s keel was laid on December 16th, 1908 amid much interest from the general public, other shipyards and other shipping companies as well. Everyone wanted to watch the massive vessel come into being. Most people just simply could not grasp the enormity of the new ship. As it’s framework rose up over Belfast, visitors to the shipyard would stand and stare, mouths wide open in awe of the ocean-going leviathan know as Olympic. On March 31st, 1909, the keel for Titanic was laid alongside her sister and the construction of the two ships progressed at break-neck speed...
"…gradually the skeleton in the scaffolding began to take shape. It was the shape of a ship; a ship so enormous that men held their breaths at the sight of it. With propellers the size of windmills and a rudder the size of an elm tree; everything was on a nightmare scale."
It was true that the world had never seen the likes of Olympic and Titanic. No moving object had ever been crafted by the hand of man. No ship had ever been constructed in such a manner. It was with great pride that Lord Pirrie watched the two ships rise up from the steel work. Everything about them, from their very construction to the gantries over top of them, was sure to propel Harland & Wolff to the forefront of the shipbuilding industry. Through it’s use of new and innovative technology, the ship builders were hoping to set a precedent that all other shipbuilders would follow or die trying (the latter was preferable). As Titanic’s frame work was built, Olympic was being plated. The steel plates were 1 in. thick, 30 ft. long and 6 ft. wide. The plates were exceptionally heavy as compared to those used on other ships, but as speed was not a consideration, they were necessary to provide the strength needed. The plates were riveted to the frame of the ship in horizontal rows known as strakes. The strakes overlapped each other in joggles, with each strake having an in or out joggle. This was necessary to provide enough material to rivet the strakes together but prevented the ships from having a smooth outer hull. Interestingly enough, today’s ship use steel plates in the same 30 ft. by 6 ft. dimensions but the plates are welded together at the edges to provide a smooth, seamless hull profile.
Olympic and Titanic had a classic triple-deck superstructure, the uppermost decks comprising the Boat, Promenade and Bridge decks. Although standard shipbuilding practices allowed for the use of lighter materials to be used in this design to avoid making the ship top heavy and susceptible to rolling in heavy seas as well as making the ships lighter and therefor faster, the builders again noted that speed was not the consideration and that the ships were perfectly square amidships and therefor extremely stable. The superstructure was constructed according to the same specifications as the outer hull and internal structure so as to provide the highest level of structural rigidity. An additional design feature was the incorporation of expansion joints above the Bridge deck that completely severed the superstructure. As large and complex as the ships were, provisions had to be made for the structure to flex. Without the expansion joints, the ship would snap like a twig. The joints were literally hinges, composed of leather, steel and iron riveted to the deck plates. They allowed for as much as two feet of hull deflection from the horizontal plane. The expansion joints were designed to counter the stresses placed on the hull when the ship hogged or sagged. Hogging is when the hull is supported in the middle by a large wave, leaving the bow and stern unsupported. Gravity then pulls those areas of the ship down, causing the vessel to take on a banana shape. Sagging is the opposite; a ship is supported at the bow and stern by waves, leaving the middle of the hull unsupported. The ship’s midsection then sags down into the trough of the wave. Today, in lieu of expansion joints, special steels and internal bracing compensate for this flexing on large vessels.
The two White Star sisters were constructed by over 15,000 men who worked long hours hammering the ships into being. They were skilled craftsmen who took great pride in their work. They were accustomed to working on a tight schedule and work proceeded at a lightning pace. According to legend, it was during the plating of Titanic that she claimed her first victim. A worker was accidentally sealed inside the lining of the hull when he crawled between the layers of the double bottom to check the internal riveting. As horrifying as it sounds, this was not uncommon for the period, given the pace at which new ships were constructed. Unfortunately, once the plates had been riveted, there was no way to rescue the man. The cost of removing the rivets and the damage to the hull and frame work in doing so made for a hopeless situation. His screams were inaudible through the heavy plates, the banging of his hammer was the only indication that he was still alive. That soon faded and stopped altogether as he ran out of air. Accidents and mishaps aside, construction proceeded at breakneck speed. Nothing was allowed to impede the progress of construction. Too much was at stake. The Cunard Line’s new ships were dominating the North Atlantic and White Star needed to get it’s new liners into service as soon as possible. Olympic’s hull was completed and launched on October 20, 1910. Titanic was not alone for long, though. The keel for Gigantic was laid not long after Olympic’s launch. After being towed to the new Thompson Graving Dock, Olympic underwent seven months of fitting out before she was completed. Then, after two days of sea trials, she was handed over to White Star on May 31, 1911 in Belfast Harbour. This same day, Titanic’s completed hull was launched into the River Lagen.
Titanic’s launch was witnessed by thousands of people who gathered on ships and on the shore of the River Lagen to see White Star's newest leviathan go into the water for the first time. No doubt hundreds of ships had been launched from the Harland & Wolff shipyard. I'm not sure but am fairly confident a crowd was gathered for each and every launch. None, I doubt, drew as much as attention as the launch of one of the world's two largest liners. None of those could imagine, however, just how pivitol a role this particular ship would play in history. Also on hand to for the event was Bruce Ismay, Lord Pirrie and J.P. Morgan. At 12:13 on May 31st, 1911, the order was given to release the hydraulic launch triggers that held the hull in place as the workmen knocked away the wooden supports. James Dobbins, a worker in the shipyard, was struck and fatally injured by one of the falling timbers. Titanic claimed her second life as she began to move down the slipway, which was lubricated with 22 tons of slick tallow, oil and soap. It took Titanic 62 seconds to slide down the slipway and into the water. In that time she traveled nearly twice her length and achieved a speed of 12 knots before being brought to a halt by six anchor chains and two piles of drag chains that weighed 80 tons each. For a few short hours she and the newly completed Olympic could be seen floating together. At 3:00 Bruce Ismay and his party sailed for Liverpool aboard Olympic and Titanic was towed to the fitting out basin for the next phase of her construction.
The installation of Titanic’s majestic interiors as well as her heavy machinery and other fittings took ten months and several million man hours. It was intended that she be even more luxurious than her predecessor. Between teak from Siam and fabrics from Holland, every aspect of Titanic’s fitting out was aimed at making her the most amazing vessel the world had ever seen. In place of Olympic’s hard wood floors, Titanic was given thick carpeting that one worker described as "so thick you sank in it up to your knees." Craftsmen worked long hours to adorn her with stained-glass and ornate chandeliers and intricately carved oak paneling. In a special edition devoted to the new liners, the prestigious industry journal The Shipbuilder reported that the greatest pains were being taken "to provide passenger accommodations of unrivaled extent and magnificence…the excellent result defies improvement." Improving on Olympic’s design, many additions were made to Titanic that would redefine the ocean traveler’s experience even more so than her predecessor. Already a thousand tons heavier than her sister ship, Titanic boasted many refinements that made her far more luxurious as well. Her first class restaurant was enlarged and included a trellised replica of a French sidewalk café; the Café Parisien. Two First Class suites were built on B Deck, these staterooms had private promenades, which necessetated alterations to the B Deck window arrangement. The forward half of the first class promenade on A Deck was also enclosed with glass to eliminate the annoying sea spray that some of Olympic’s first class passengers had complained about. These two differences between the sisters is the easiest way to tell them apart when looking at photographs.
In January of 1912, Titanic’s lifeboats were installed. The original design had called for 64 wooden lifeboats. The new Walin Davits being used on the ship were capable of carrying up to three boats each. A number of factors, however, lead to the drastic reduction in the number of lifeboats installed on Olympic and subsequently Titanic. First was the fact that so many boats would hardly be necessary because even in the event of a catastrophe it would take some time for the ships to sink. The lifeboats would be no more than ferries to carry passengers to nearby rescue ships. Lifeboats would also clutter up the deck and make it difficult for first class passengers to move about the Boat Deck freely. The deciding factor was the fact that the British Board of Trade regulations regarding such matters required that any boat over 10,000 tons carry a minimum of 16 life lifeboats.
The regulations had not been updated in decades and Titanic’s registered weight was 46,000 tons. When all was said and done, Titanic was fitted with 14 standard design lifeboats capable of carrying 65 people apiece and were stowed on launch cradles, 2 emergency cutters which carried 40 people each and were permanently swung out on either side of the bridge, and four "Engelhardt" boats with collapsible canvas sides that could hold 47 people and were stowed on the roof of the officer’s quarters on either side of the forward funnel. The total capacity of these boats was 1,178 people if they were fully loaded. Titanic’s total capacity; passengers and crew, if fully loaded was 3,300. Despite this scandalous ratio of lifeboats to people, the regulations set forth by the B.O.T. were actually exceeded.
Titanic was successfully dry-docked at the Thompson Graving Dock in Belfast Harbour on February 3rd, 1912. Here she was fitted with her three propellers and a final coat of paint was applied. Red anti-fouling paint was applied from her bottom to just above the water line. The rest of the hull was painted black and the superstructure white. The funnels were White Star's traditional beige with a band of black on top. In early March 1912, Titanic is removed from drydock so that Olympic can be repaired; she lost a propeller to an underwater obstruction. Titanic's starboard propeller is removed and fitted to her sister ship to quicken the repair. A new propeller is soon fitted to Titanic and she is completed at the end of March. On April 2, she leeaves Belfast on her sea trials. Under the command of Captain Bartlett, her various equipment is tested, and speed and handling trials are undertaken, including turning and start-stop maneuvers. Titanic is run full speed at 20 knots and then stopped with engines at full astern. For the next few hours she runs at 18 knots out in the Irish Sea before returning to Belfast in the early evening. Titanic meets all B.O.T. criteria for sea-worthiness in less than a day and is granted permission to sail for her point of embarkation, Southampton.
The morning of April 10th, 1912 found the docks of Southampton buzzing with activity. Motor cars noisily zipped to and fro as massive cranes lifted cargo high into the air. Crates of supplies lined the wharf and dock workers scrambled about confirming orders and destinations as the early morning fog slowly lifted. The day of Titanic’s sailing had arrived. Docked at White Star’s berth 44, the enormous ship's black hull dwarfed everything around her. Titanic had been docked here for a week now and still throngs of people poured into the town from all over England to catch a glimpse of her before she departed for America.
Captain E.J. Smith, Titanic’s new master, boarded early that morning. Smith was White Star’s finest captain. He was known as the "Millionaire’s Captain" because he was extremely popular with White Star’s wealthier passengers. He was also extremely well liked by the crews that served under him. A man of the sea for over twenty-five years, Smith had commanded White Star’s finest ships, including Olympic. His salary of $6,250 was twice that of other captains and Smith was White Star's "Commodore of the Line", meaning that he was the captain of all captains. Smith had decided it was time to retire, but at the request of Bruce Ismay, agreed to take one more journey across the Atlantic as the captain of White Star’s newest liner. Titanic’s maiden voyage was to be Smith’s last.
At around 8:00 in the morning the crew was assembled on deck and an informal lifeboat drill was held. Two boats were loaded with crew members and swung out, lowered a few feet and then raised back up and stowed in their launch cradles. This was the only drill of it’s type conducted and I doubt that more than a handful of crew members even witnessed it, given the number of crew and the nature of the drill. Then it was off to their duties attending to the tons of cargo being loaded and the thousands of passengers that would soon be boarding. At about 10:00AM, the first of Titanic's passengers began to arrive. Third class passengers were subjected to medical inspection to check for infectious diseases, lice and any other contaminants that would pose a health hazard to other passengers. They were given directions to their cabins and shuffled onboard through gangplanks onto the lower decks. Single third class passengers were separated; the men berthed in the lower decks of the bow of the ship while ladies stayed in the stern. Families were allowed to berth together. Second class passengers boarded through raised gangways as did the first class passengers. First class passengers were assigned stewards who personally escorted them to their staterooms and saw to their every need.
At noon, the gangways were withdrawn and tugboats slowly pulled Titanic away from her berth as crowds on her decks cheered and waved to the crowds on the docks. The order was given to start the engines and Titanic began to move under her own steam. She proceeded slowly down the waterway and turned to port into the River Test. Here, moored side by side were the liners New York and Oceanic. These ships were among the many in Southampton kept from service by a recent coal miner’s strike. In fact, White Star had canceled the sailing of several of its ships and transferred their coal (and passengers) to Titanic to ensure that the new liner would have enough fuel to reach America.
As Titanic’s bow came even with the bow of New York, there came the sound of gunshots. The sound was, in fact, the mooring ropes that held New York to Oceanic as they snapped. The draw from Titanic’s massive propellers was pulling the smaller liner away from the dock. Soon all the mooring ropes snapped and New York’s stern swung out towards the side of Titanic. As the crowds on the dock and on Titanic watched helplessly, a collision seemed eminent. At the last minute, quick thinking on the part of a tug boat captain saved the day. He managed to get a line onto New York and pulled her out of the way as Titanic’s engines were reversed, giving a wash that helped push the small liner away. The two ships came within three or four feet of each other! This near catastrophe was eerily reminiscent of an incident that had occurred a few months earlier. Olympic, under the command of Captain Smith, was involved in a collision with a Royal Navy cruiser, Hawke. The two ships had been traveling on parallel courses when the smaller ship was suddenly pulled into the side of the White Star liner. Olympic’s hull was pierced above and below the waterline, breaching two of her watertight compartments while Hawke’s bow was crushed. No one was seriously injured, but the incident was blamed on Smith and serious questions were raised about the handling of these new, massive vessels in shallow coastal waters. The Olympic collision did, however, add fuel to the growing notion that the new ships were indeed unsinkable. Even with the extensive damage, Olympic was able to make port on her own and was in no danger of sinking.
After nearly and hour’s delay, Titanic was on her way to the English channel where she crossed to Cherbourg, France. Arriving in the late evening, passengers boarding at Cherbourg had to be ferried out on tenders because the French harbour was too shallow for Titanic to enter. Several passengers disembarked at Cherbourg as well, having purchased only cross-channel passage. Most had bought tickets on much smaller (and cheaper) White Star ships and were subsequently thrilled to find themselves crossing the channel on Titanic. What a story they must have had to tell only five days later…
Titanic raised anchor and head up the English coast late that evening. Her last point of embarkation was Queenstown, Ireland. She arrived in Queenstown Harbour around noon on April 11th. Again passengers and cargo were brought out by tender. Queenstown Harbour was deep enough but there was no dock capable of receiving the 882 ft. Titanic. That afternoon the ship sailed along the Irish coast before heading out into the Atlantic Ocean by nightfall. As she left Queeenstown the photo at bottom right was taken. This is believed to be the last photo ever taken of Titanic until her wreck was found in 1985. Many of the emigrants onboard took one last look at Europe and said good-bye, focusing on the western horizon and the hope and dreams that America promised to fulfill...
Titanic carried on her maiden voyage a cross section of society. Rich and poor alike walked the decks of the most famous ship in history, headed for America for varying reasons. Some were just doing their job, other were returning home. Some were seeking a new life in the New World. Here, in no particular order, are some of their stories... Click on image to enlarge
Hudson, Bess, Loraine and Trevor Allison
A wealthy investment banker from Montreal, Hudson J.C. Allison had gone to England on a horse-buying trip. He and his wife, Bess, were returning home with their two children; daughter Loraine and baby son Trevor. The Allisons’ nurse had quit a few weeks prior and in haste they had hired a woman by the name of Alice Catherine Cleaver to care for their children. Alice had been plagued by visions of the ship sinking, and as Titanic went down, she had abandoned the Allisons and taken baby Trevor. She escaped in a lifeboat. Mrs. Allison refused to leave the ship without knowing for certain whether her baby boy was safe. She, Mr. Allison and their daughter Loraine perished. It was alleged in papers after the sinking that Alice was fleeing to Canada to start a new life; that she had murdered her own children three years and had been convicted. But finding her act one of desperation, the courts had released her. It later emerged that Alice Catherine Cleaver (Titanic Survivor) had apparently been confused with one Alice Mary Cleaver (alleged child killer). The perpetuation of the allegation in other books and in a made for television movie compounded the confusion. The apparent mistake led family members in the United Kingdom to take legal action against some of those involved in publishing the allegations. For reasons which are currently unclear this legal challenge was later dropped. As matters stand at the present time it can be stated that no evidence has been found to suggest that the Alice Cleaver on board Titanic was anything other than a "competent nursemaid", and later, a thoroughly respectable wife and mother. What became of Alice Mary Cleaver is unknown.
Portions of this paragraph were taken from EncyclopediaTitanic
The Allisons
Thomas Andrews
Titanic’s designer, Thomas Andrews was a brilliant engineer and a dedicated worker. He was head of Harland & Wolff’s design department and as was customary, he traveled on every ship he designed for it’s maiden voyage. Titanic was his crowing achievement and throughout the trip he could be spotted taking notes and sketching diagrams; changes or repairs that would be made as soon as Titanic returned to England. Andrews was a stickler for detail. Nothing escaped his attention. He was known to fix even the most trivial of problems, such as squeaky door knobs or sticky windows. It was he who made the grim determination about Titanic’s fate after the iceberg collision. The last time Andrews was seen, he was in the First Class Lounge, staring off into space. One can only imagine what was going through his mind as his greatest achievement was being destroyed around him, taking so many lives with it.
Thomas Andrews
John Jacob Astor
John Jacob Astor was the wealthiest man on Titanic. Indeed he was one of the wealthiest men in the world. His fortune had come through real estate dealings.He was returning from a long vacation in Europe with his young wife Madeline, who was pregnant with their first child. The two had married much to the chagrin of high society. Madeline was only seventeen years old and Astor had divorced his wife of many years to woo the young girl, who was, in fact, younger than some of Astor’s sons. They had fled to Europe after being all but shunned by the upper crust. As Titanic sank, Astor was denied entry into the lifeboat Madeline was put into. His ravaged corpse was found several days after the sinking. His wife Madeline survived and gave birth to a son in August of 1912, who she named after her late husband. She married twice more during her life and died in Palm Beach, Florida in 1940 at the age of 47.
John Jacob Astor
Lawrence Beasly
A science teacher from London’s Dulwich College, Lawrence Beesley was on a holiday. Traveling Second Class, Beesley had marveled at Titanic’s size and luxury. Before sailing from Southampton, Second Class passengers had been allowed to tour the First Class sections of the ship and Beesley had taken particular interest in the physical fitness equipment in the gym. Beesley was allowed into a lifeboat and survived Titanic’s sinking. He recalled later in his published account of the disaster that he supposed the officer loading the boat thought him to be a lady because he had never dressed. He was in his sleeping gown when he stepped into the lifeboat.
Lawrence Beasly
Frederick Fleet
Frederick Fleet was serving as lookout in the crow’s nest with Reginald Lee the night Titanic sank. It was Fleet who first spotted the iceberg. He worked forHarland & Wolff’s Southampton shipyard during World War II and later became a night watchman for the Union Castle Line. In his old age, he sold newspapers on a street corner in Southampton. In 1965, despondent over his finances and the recent loss of his wife, Fleet took his own life.
Frederick Fleet
Benjamin Guggenheim
Known among the aristocrats as a flamboyant playboy, Benjamin Guggenheim’s family had made their fortune through mining and smelting. Although married, he was traveling on Titanic with his mistress, a Madame Aubert of Paris. As Titanic was sinking, Guggenheim said something to the effect of "Tell my wife I died like a gentleman" (although in James Cameron's film it was "we are dressed in our best and prepared to go down like gentlemen") He and his valet were lost. His daughter later founded the Guggenheim Museum in New York City in his memory.
Benjamin Guggenheim
J. Bruce Ismay
Bruce Ismay was often described as egomaniacal. His only love, it seemed to many, were his ships. He, more than anyone, came under close scrutiny following the loss of Titanic; not only because he survived, but because it rumored that it was he who pressured Captain Smith into proceeding at full speed into dangerous waters, despite numerous iceberg warnings. After the disaster, Ismay was never able to speak of Titanic. He resigned from IMM in June of 1913, but was denied the position of managing director for White Star, a position he had all but secured before Titanic’s sinking. He withdrew from public life and spent his time either at his London home or a country home in Ireland. He died in 1937.
Bruce Ismay
Mary Jerwan
A New York housewife, Mary Jerwan was returning home after visiting relatives in Switzerland. Traveling Second Class, she had boarded Titanic at Cherbourg. Although she survived the disaster, she was plagued by nightmares and panic attacks for a long time. She eventually recovered, but later in life found only misfortune. She battled cancer for decades, was seriously injured in a car accident and after breaking her hip, died in 1974 at the age of 86.
Mary Jerwan
Charles Herbert Lightoller
Charles Herbert Lightoller had been with White Star Line since 1900. Before that he had led an adventurous life; having been shipwrecked on a deserted island, prospected for gold in the Yukon and had worked as a cowboy in the Canadian West. He had served as first officer on Oceanic before transferring to Titanic. His position was to be that of first officer, but when Captain Smith decided to bring on Henry Wilde as his chief officer, Lightoller was bumped to second officer, with William Murdoch bumped down to first. Lightoller was the highest ranking officer to survive. He did so by clinging to the bottom of an overturned lifeboat. Despite his efforts to protect his employers at the inquiries that followed the disaster, Lightoller found his hopes of commanding his own ship dashed. It was only during World War I that he was made a commander, while in the Royal Navy. Lightoller eventually settled inland and was a successful chicken farmer. During World War II, he used his private yacht, Sundowner, to assist in the evacuation at Dunkirk. He advised the makers of the film A Night to Remember, although he was critical of the way the film portrayed some of the ship’s officers. He died in December of 1953.
Charles Lightoller
Jack Phillips & Harold Bride
Employed by the Marconi Company, Jack Phillips and Harold Bride were Titanic’s wireless operators. Phillips was the chief operator, Bride his assistant. Both were extremely young, 25 and 21, respectively and were beginning what both hoped were promising careers working on the finest liners in the world. Phillips had worked as chief wireless on Olympic and was one of Marconi's best wireless operators. He did not survive the sinking.
Bride survived by clinging to the same overturned boat as Charles Lightoller. He kept a low profile after the disaster, despite a published account he dictated to a reporter. During World War I he served as wireless operator on a tiny steamer, Mona’s Isle. He later worked as a salesman before retiring to Scotland. He died in April of 1956.
Jack Phillips
Harold Bride
Arthur & Emily Ryerson
Arthur and Emily Ryerson were in Paris with their son John and two daughters when they learned by telegram that their oldest son had been killed in an automobile accident near Bryn Mawr, Pennsylvania. They immediately booked passage on Titanic and Mrs. Ryerson made funeral arrangements for April 19th, two days after Titanic was to dock in New York. For the majority of the voyage she had secluded herself in their cabin and rarely ventured out. Sadly, Mr. Ryerson was lost when Titanic sank. Faced the loss of her husband and son, Mrs. Ryserson was put through the ordeal of planning two funerals upon her arrival in New York. It took her years to overcome the loss. During World War I, she worked for the American Fund for the French Wounded and received the Croix de Guerre for her achievements. She eventually remarried in1927. She died while vacationing in Montevido, Uruguay in 1939.
Arthur & Emily Ryerson
Isador & Ida Strauss
Isador Straus was a German Jew who had emigrated to America before the start of the Civil War, during which he lived in Georgia and sold war bonds for the Confederate Army. At the close of the war, he astonished his creditors by paying them back. This came as a shock because of the defeat and poverty suffered throughout the South following the war. He moved to New York City with no money but an extremely good reputation for paying his debts. As a result, he was able to buy enough money to start a glassware business with his brother. They arranged with Macy’s to use a corner of the store to sell their merchandise in exchange for 10% of the profits. Their business boomed and after only ten years, they bought Macy’s outright! Known as a kind and generous man, Isador refused to leave Titanic before the other men. His wife Ida refused to leave him, stating "We have been together for many years; where you go, I go." They both perished. Over 40,000 people attended their memorial service in New York. Monuments to the Strauses in New York City include a park at Broadway and 107th Street and a plaque above the entrance to Macy’s at 135 West 34th Street
Sunday, April 14th started out much as any other Sunday would have onboard Titanic. In the morning, various services were held; Captain Smith presided over a Church of England service in the First Class dining saloon. In the Second Class dining saloon, a similar service was held by the assistant purser, Reginald Barker. Father Thomas Byles conducted a Catholic Mass in the Second Class lounge which was followed by another for Steerage passengers. After services, most passengers indulged in the many frivolities the ship had to offer. It was quite a different story in the wireless shack. Jack Phillips and Harold Bride were working hard to send the pile of passenger telegrams that had piled up on them the night before when the wireless had broken down. They had labored for several hours to fix it and did not have the set working until 5:00 AM Sunday morning. Now that it was operational, they were nearly overwhelmed with the amount of passenger messages that needed to be sent out. First Class passengers, anticipating an early arrival in New York, were anxious to get word to their constituants on the mainland so that they would not have to wait at the dock for too long. As most members of the aristocracy could be rather rude to those of lesser means, most passengers did not want to hear about the problems with the Marconi set. They only wanted to hear that their messages had been sent. Both men had worked tirelessly through the night and were exhausted. But as the only wireless operators on the ship it was up to them to see to the backlog of passenger telegrams.
At about 1:15 that afternoon, they received an incoming message from the White Star steamer Baltic. The message read, "Captain Smith, Titanic. Have had moderate weather since leaving. Greek steamer Athinia reports passing icebergs and large quantity of field ice today in latitude 41.51 North, longitude 49.52 West. Last night we spoke with German oil tanker Deutschland, Stettin to Philadelphia, not under control, short of coal; latitude 40.42 North, longitude 55.11. Wishes to be reported to New York and other steamers. Wish you and Titanic all success." The message was immediately given to Captain Smith. Normal procedure would have been to post the message in the chartroom so that the ice mentioned could be plotted on a map so as to ascertain it’s potential threat to Titanic. Smith did not do this. Instead, he placed the telegram in his pocket and walked aft along the promenade. There he encountered Bruce Ismay engaged in conversation with a couple of First Class passengers. According to Ismay’s later testimony, Smith handed him the telegram without comment. Ismay glanced at it and put it in his pocket. The actual facts of the event are unclear at this point. It is beyond me why the captain would give such an important message to Ismay when it was obvious that the ice needed to be charted. Several ice warnings had already been received since Friday. No doubt more would have been had the wireless not broken down the night before.
It has been speculated that there was some tension between Smith and Ismay, the former wishing to avoid taxing the new engines on their first run out and the latter desiring an arrival in New York a day early, beating Olympic’s record for a crossing. Contention aside, I think that Smith, weary of Ismay and wishing that his last trip across the Atlantic would end as soon as possible, resigned himself to taking orders from the chairman and on Sunday he ordered the last two of Titanic’s twenty-nine massive boilers lit. Many people testified later that on that Sunday, Titanic’s engines were running harder than ever before. As the day drew into evening, most of the passengers remained inside, away from the brisk sea air. The Third Class general room had been alive all day, with singing and dancing. Located under the poop deck, the party had attracted several off-duty crewman although they were forbidden to drink. The joyous merriment filled the room as thickly as the smell of liquor and cigarette smoke. The happy revelers had no idea how drastically their world was to change in only a matter of hours.
As Titanic sailed into her last sunset, the air temperature began to drop rapidly. Captain Smith had retrieved the telegram from Ismay to post in the chartroom and discussed the possibility of encountering ice with his officers. Normal procedure for traveling the North Atlantic was to travel a more southerly route than in summer months, steaming southwest until reaching latitude 42 North and latitude 47 West, a location known as the "the corner". After reaching this point, ships sailed due west on course for the Nantucket Lightship. Titanic reached the corner about 5:00 that evening, but Captain Smith waited until 5:45 to make his turn. This was most definitely to avoid the ice they had been warned about. In the 45 minutes Titanic continued southwest, the ship traveled an additional sixteen miles. When they made the turn, Titanic was about ten miles south of the normal shipping route. At approximately 7:15, First Officer Murdoch ordered the fore scuttle hatch closed. The glow emanating from it would interfere with the lookout’s ability to spot obstacles in the ship’s path. The lookouts were additionally burdened by the fact that they did not have any binoculars. The pair normally stored in the crow’s nest had not been seen since leaving Southampton. The only pair was the one on the bridge. Why no one thought to give this important tool for spotting anything that might pose a danger to the ship is beyond me.
At around 7:30, another ice warning was received. This one was from the steamer Californian. It told of three large bergs at latitude 42.3 North by longitude 49.9 West. Harold Bride acknowledged the message and delivered it to the bridge. Around this same time, Second Officer Lightoller ordered Quartermaster Robert Hichens to go to the ship’s carpenter and tell him to look after the ship’s fresh water supply. The air temperature had dropped to 39 degrees and Lightoller was concerned about the water freezing. The growing darkness was laced with a moonless, cloudless sky and an extremely calm ocean. Lightoller later recalled that in all his years at sea he had never seen such a still ocean. It was like glass as Titanic raced into the night. At 8:55, Captain Smith arrived on the bridge. By now the temperature had plummeted to 33 degrees. Smith discussed the cold with Lightoller. The two agreed that given the calm sea and lack of a moon, it would be difficult to spot icebergs. Smith indicated that if the weather became even the slightest bit hazy, they would have to slow down. He left the bridge at about 9:20, instructing Lightoller to contact him if "…things become at all doubtful." Continuing to work the wireless, Jack Phillips received another incoming message about 9:30. The steamer Mesaba signaled, "Ice report. Latitude 42 to 41.25 North, longitude 49 West to 50.3 West. Saw much heavy pack ice and great number large bergs, also field ice. Weather good, clear." Phillips, exhausted from a long day with little rest, simply acknowledged receipt of the message and continued to work the wireless key. Titanic had come within range of Cape Race, Newfoundland and Phillips now had direct communication with the North American continent. His placement of passenger traffic over important messages relating to the safe navigation of the ship not only violated protocol, but may have doomed Titanic.
The message from Mesaba told of a large rectangular ice field directly ahead of Titanic. This message never made it to the bridge. At 10:00, First Officer Murdoch took over watch from Second Officer Lightoller. Lightoller informed him that the lookouts had been instructed to keep a close lookout for bergs, especially growlers; low lying icebergs. The two discussed the cold; the air temperature was now 31 degrees, with the ocean two degrees below that. By the postings in the chartroom, it was anticipated that they would be in the vicinity of the ice about 11:00. About this same time, Jack Phillips was interrupted by another message from Californian. The Leyland liner reported that they were stopped by ice. Phillips, overworked and very irritable, replied, "Shut up! Shut up! I am busy. I am working Cape Race." Californian’s wireless operator listened to Phillips work the Cape for some time, but never attempted to contact him again. He turned his wireless set off about 11:35 and retired for the night. On the open bridge, First Officer Murdoch stood staring into the cold, clear night. Inside the wheelhouse was Sixth Officer James Moody and Quartermaster Robert Hichens, who was manning the ship’s wheel. In the wireless room, Jack Phillips had finally finished his Cape Race transmissions.
Up in the crow’s nest, high above the forward well deck, lookouts Frederick Fleet and Reginald Lee stared into the bitter cold wind that blasted at them. A slight haze had developed on the horizon about 11:30 and despite the fact that this was a clear indication of ice ahead, neither had reported it to the bridge. Then Fleet noticed a dark shape ahead. Straining his eyes for a moment, he made out a mountainous jagged mass directly ahead of the ship. It could only be one thing. He reached past Lee and rang the crow’s nest bell three time, grabbed the telephone and rang up the bridge. Sixth Officer Moody picked up, "Yes, what do you see?" Fleet replied, "Iceberg, right ahead!". Moody called out the report to Murdoch, who by this time had seen the berg himself. He yelled to Hichens, "Hard a’ starboard!" (which actually meant hard to port). Hichens put the wheel hard over and Murdoch signaled "full speed astern" on the engine room telegraph. For thirty agonizing seconds, those on the bridge and in the crow’s nest could only watch as the dark berg grew larger and larger. Slowly, the bow began to move to the left. It seemed as though the berg would be avoided, but as it passed along the starboard bow, it crashed into Titanic’s side. Chunks of ice fell onto the forecastle and well deck. The Iceberg slid along the hull and vanished into the night. The time was 11:40PM.
Just before impact, First Officer Murdoch threw the switch on the bridge that would sound the warning bell below before closing the watertight doors separating each of the watertight compartments. Immediately the men below began to scramble for safety as the iceberg scraped along Titanic’s starboard side. Down in the bowels of the ship, stokers were horrified when a deluge of water came gushing at them. They scrambled to get through the closing watertight doors or up the emergency escape ladders. In an instant, the forward five compartments began to fill with icy sea water. Oddly enough, few passengers even noticed the collision. The few that did described it later as a "slight rumbling" or "a sound like the ship had rolled over a thousand marbles". Few thought it was anything serious; perhaps a dropped propeller. Many began to come out of their cabins and wander about seeking answers when the engines stopped.
Captain Smith was on the bridge in the moments following the collision. His skin must have matched his white beard when he was told that they had struck and iceberg. All those warnings. All those chances to slow down, be more careful. But now the damage was done. It was time to see just how bad that damage was. Smith called for the ship’s carpenter to sound the ship. When the carpenter reported nothing unusual, Smith decided that he and Thomas Andrew needed to inspect the damaged areas and make an assessment of their situation. Upon seeing the flooding in the forward holds, Thomas Andrews noted that it had been less than ten minutes since the collision and already the water had risen fourteen feet above the keel. He surmised that the iceberg must have ripped a gash in the hull about three-hundred feet long. Boiler room No. 6 was flooded with eight feet of water. The ship could sustain, at the very most, flooding in the first four compartments. But the first six had been breached. At the rate of flooding they were seeing, as each compartment flooded, the water would spill over the tops of the bulkheads and into the compartment behind it. As the bow grew heavier and heavier with the weight of the water, it would sink lower and lower until all the compartments were filled. Titanic was doomed. It was a mathematical certainty to Andrews. His creation would soon be at the bottom of the Atlantic Ocean. He estimated that the ship had "…an hour, maybe more."
Captain Smith immediately orders the boilers shut off and goes to the wireless shack. As the boilers are shut off, the noise of escaping steam stirs any passengers who have not yet noticed the commotion. In the wireless room, Smith orders Bride and Phillips to send out CQD; the distress call (Smith would later tell them to change to SOS, a new distress call). He tells the two men that they have struck and iceberg and are sinking, then returns to the bridge. I imagine at this point that the messages Jack Phillips had received and ignored weighed heavily on his mind. His incompetence and gross negligence had doomed more than hlaf the people on the ship, including himself...
Numerous ships hear Titanic’s distress call, but few are able to assist. Among those that received Phillips’ pleas for help were Mount Temple (49 miles away), Frankfort (153 miles), Birma (70 miles), Baltic (243 miles), Virginian (170), and Carpathia (58 miles). Titanic’s sister ship Olympic also received the distress call, but at 500 miles away could be of little assistance. The other ships sent word that they would try to assist. Carpathia had the best chance of reaching Titanic first. Although not as close as Mount Temple, she was south of Titanic’s reported position of latitude 41.46 North by longitude 50.14 West and had open sea to traverse. Mount Temple was northwest and there was field ice blocking her path. Carpathia signals that she is altering course and making full speed but could not reach Titanic for atleast four hours.
About 12:25AM, the seaman’s quarters, 48 feet above the keel, are flooded. The order is given to begin loading the lifeboats with women and children first. A handful of crewman are to man the oars and rudder of each lifeboat. Fifteen minutes later, the first boat to leave, No. 7 on the starboard side, is launched with only 28 people aboard; it can carry 65. At this point, most people are hesitant to leave the safety of the ship for a tiny little lifeboat. The danger facing them is just not apparent yet. Only a handful of people even notice that the deck had begun to tilt forward. Many still speak of Titanic’s reputation of being "unsinkable" and scoff at the idea of leaving the ship. As a result, the frustrated crewman loading the boats have a hard time filling the boats. When boat No. 6, on the port side, is lowered, it also contains only 28 people. At the same time, starboard boat No. 5 is lowered with 41 people aboard.
At 1:00AM, starboard boat No. 3 is lowered with only 32 people aboard. 11 of these are crew. Ten minutes later, starboard No. 1, capable of carrying 40 people, is launched with 12 people aboard! Port-side No. 8 is lowered at the same time with 39 people aboard. By 1:15AM, the ocean has reached Titanic’s name on her bow, and the ship listed heavily to port. The tilt of the deck grows much steeper and it is obvious to everyone that the ship is indeed going down. The lifeboats begin to leave fully loaded. At 1:20AM, starboard boat No. 9 leaves with 56 people aboard. As the lifeboat rows away, Titanic rolls and begins listing to starboard.
From about ten minutes after midnight to nearly 2:00AM, on the Leyland liner Californian, some 10 to 19 miles away, the crew had noticed the lights of a large steamer come up from the southeast. A number of attempts to reach the steamer via Morse lamp fail and even when white rockets are observed, no attempt to wake the wireless operator is made. About 2:15AM, they lose sight of the large liner and assume that it steamed off to the south. The crew of Titanic had also seen the smaller vessel and had attempted to contact her via Morse lamp.
At 1:30AM, signs of panic began to manifest in the crowd of passengers now on the Boat Deck. As port-side boat No. 14 is lowered with 60 people aboard, Fifth Officer Lowe, who is in the lifeboat, fires three shots from his revolver down the side of the ship to prevent people from jumping into the already full boat. In the wireless shack, Jack Phillips’ distress calls are becoming more desperate; "We are sinking fast" and "Women and children in boats. Cannot last much longer." At 1:35AM, port-side No. 16 is launched with 50 people. Starboard boat No. 13 leaves at the same time with 64 people, mostly Second- and Third-class women and children. As No. 13 reaches the water, the jet of water coming out the condenser discharge pushed it back under the rapidly descending No. 15, which is packed beyond capacity with 70 people. At the last second, No. 13 is cut free and pushes off.
The last starboard boat launched, collapsible C, leaves at 1:40AM with 39 people aboard. Bruce Ismay is one of them. Most of the forward boats are gone now and the crowd of passengers moves aft. The forward well deck is now awash. The last call from Titanic is heard by Carpathia; "…engine room full up to boilers…" Port-side No. 2, capable of holding 40 people leaves, but because the passengers have all moved to the stern, she carries only 23. At 1:55AM, port-side No. 4 departs. Capable of holding 40, it leaves half filled. Five minutes later the ocean is only ten feet below the Promenade Deck. Collapsible D, with the exception of the collapsible boats still lashed to the roof of the officer’s quarters is the last boat left. It has room for 47 people. To prevent a rush on the boat, Commander Lightoller waves his revolver in the air and has the crew lock arms and form a circle around the boat, allowing only women and children to board. The boat is lowered at 2:05AM with 44 aboard. Titanic's forecastle, the forward most bow, sinks. The tilt of the deck now makes standing difficult. At 2:10AM, Captain Smith tells Jack Phillips and Harold Bride that they have done their duty and are released. "Save yourselves," he tells them, "that’s the way of things at a time like this." Phillips continues to send distress calls although the batteries are far too weak at this point for any ships to hear his calls. No doubt he felt a guilt no one can imagine and was determined to man his key until the end.
At 2:17AM, Captain Smith calls out to the crew "You’ve done your duty, men. It’s every man for himself." Smith then returned to the bridge. He was never seen again. Thomas Andrews is spotted in the First-class smoking room, staring off into space. As Titanic’s bow plunges, the water reaches the boat deck and washes the entangled collapsible B off the roof of the officer’s quarters upside down. At the stern, Father Thomas Byles hears confession and gives absolution to over a hundred Second- and Third-class passengers. At this point, Titanic’s stern is hoisted high into the air. Many people jump overboard. The forward funnel collapses, crushing several people in the water. The wave created by the falling smoke stack washed collapsible A clear. Although it is upright, it is swamped badly and overloaded as several people try to climb aboard. They are kept back by those already in the boat.
At 2:18AM, an indescribable roar is heard as all moveable objects inside the ship crash forward. The stern is high in the air and over 1,500 people cling to the railings, ventilation ducts and anything else that is bolted down. The ship’s light dim to an eerie orange, blink twice and then go out, plunging the night into darkness. A sound that some described as a combination of cannon fire, breaking glass and wrenching metal could be heard. Many people later testified that as this noise shattered the darkness, Titanic snapped in two between the third and fourth funnels, the bow half sinking while the stern section settled back into the water on an almost even keel.
The stern section rights itself only briefly. As it fills with water, it again rises up out of the water into a nearly vertical position. It stands on end for several minutes, the only sound to be heard was the wails of those still onboard, falling into the ocean or those already in the water. The stern then began to sink straight down. Accelerating as it went, it plunged into the ocean and was gone. Titanic was gone. The time was 2:20AM. In the spot where the ship had been moments earlier, more than 1,500 people now thrashed about amidst the wreckage, moaning and calling out for help as they slowly froze to death in the frigid North Atlantic. The water temperature was a mind-numbing 29 degrees. In water that cold, the human body cannot sustain life for more than a few minutes, depending on how heavily clothed a person is. Those in the lifeboats knew that they could not go back. They would surely be swamped. All they could do was sit and listen as their loved ones died slow, agonizing deaths. Soon the wails ceased and the night was silent. Overhead the bright stars filled the dark sky. Those who survived waited to be rescued.
As Titanic’s surviving passengers huddles together in lifeboats scattered across an area of ocean strewn with wreckage and bodies, they had little to do except ponder the loss of their loved ones. Of her more than 2,200 passengers and crew, only 705 survived; a little more than half the number that could have been saved. Fifth Officer Lowe, in boat No. 14, transferred his passengers into other lifeboats and with a small compliment of seamen rowed back to the area of the sinking. It had been nearly an hour since the sinking and most of the people who had gone into the water were dead. Few people actually drowned. The water, at 29 degrees, was simply too cold; they froze to death. Lowe an
First Class Passengers (top)
Allen, Miss Elizabeth Walton
Allison, Mr. H. J.
Allison, Mrs. H. J. and Maid
Allison, Miss L
Allison, Master T. and Nurse
Anderson, Mr. Harry
Andrews, Miss Cornelia I.
Andrews, Mr. Thomas
Appleton, Mrs. E. D.
Artagaveytia, Mr. Ramon
Astor, Colonel J. J. and Manservant
Astor, Mrs. J. J and Maid
Aubert, Mrs. N. and Maid
Barkworth, Mr. A. H.
Baumann, Mr. J.
Baxter, Mrs. James
Baxter, Mr. Quigg
Beattie, Mr. T.
Beckwith, Mr. R. L.
Beckwith, Mrs. R. L.
Behr, Mr. K. H.
Bishop, Mr. D. H.
Bishop, Mrs. D. H.
Bjornstrom, Mr. H.
Blackwell, Mr. Stephen Weart
Blank, Mr. Henry
Bonnell, Miss Caroline
Bonnell, Miss Lily
Borebank, Mr. J. J.
Bowen, Miss
Bowerman, Miss Elsie
Brady, Mr. John B.
Brandeis, Mr. E.
Brayton, Mr. George
Brewe, Dr Arthur Jackson
Brown, Mrs. J. J.
Brown, Mrs. J. M.
Bucknell, Mrs. W. and Maid
Butt, Major Archibald W.
Calderhead, Mr. E. P.
Candee, Mrs. Churchill
Cardoza, Mrs. J. W. M. and Maid
Cardoza, Mr. T. D. M and Manservant
Carlson, Mr. Frank
Carran, Mr. F. M.
Carran, Mr. J. P.
Carter, Mr. William E.
Carter, Mrs. William E. and Maid
Carter, Miss Lucile
Carter, Master William T. and Manservant
Case, Mr. Howard B.
Cassebeer, Mrs. H. A.
Cavendish, Mr. T.W.
Cavendish, Mrs. T. W. and Maid
Chaffee, Mr. Herbert F.
Chaffee, Mrs. Herbert F.
Chambers, Mr. N. C.
Chambers, Mrs. N. C.
Cherry, Miss Gladys
Chevre, Mr. Paul
Chibnafl, Mrs. E. M. Bowerman
Chisholm, Mr. Robert
Clark, Mr. Walter M.
Clark, Mrs. Walter M.
Clifford, Mr. George Quincy
Colley, Mr. E. P.
Compton, Mrs. A. T.
Compton, Miss S. P.
Compton, Mr. A. T., Jr.
Cornell, Mrs. R. G.
Crafton, Mr. John B.
Crosby, Mr. Edward G.
Crosby, Mrs. Edward G.
Crosby, Miss Harriet
Cummings, Mr. John Bradley
Cummings, Mrs. John Bradley
Daly, Mr. P. D.
Daniel, Mr. Robert W.
Davidson, Mr. Thornton
Davidson, Mrs. Thornton
de Villiers, Mrs. B.
Dick, Mr. A. A.
Dick, Mrs. A. A.
Dodge, Dr. Washington
Dodge, Mrs. Washington
Dodge, Master Washington
Douglas, Mrs. F. C.
Douglas, Mr. W. D.
Douglas, Mrs. W. D. and Maid
Dulles, Mr. William C.
Earnshew, Mrs. Boulton
Endres, Miss Caroline
Eustis, Miss E. M.
Evans, Miss E.
Flegenheim, Mrs. A.
Flynn, Mr. J. I.
Foreman, Mr. B. L.
Fortune, Mr. Mark
Fortune, Mrs. Mark
Fortune, Miss Ethel
Fortune, Miss Alice
Fortune, Miss Mabel
Fortune, Mr. Charles
Franklin, Mr. T. P.
Frauenthal Mr. T. G.
Frauenthal, Dr. Henry W.
Frauenthal, Mrs. Henry W.
Frolicher, Miss Marguerite
Futrelle, Mr. J.
Futrelle, Mrs. J.
Gee, Mr. Arthur
Gibson, Mrs. L.
Gibson, Miss D.
Giglio, Mr. Victor
Goldenberg, Mr. S. L.
Goldenberg, Mrs. S. L
Goldschmidt, Mrs. George B.
Gordon, Sir Cosmo Duff
Gordon, Lady Duff and Maid
Gracie, Colonel Archibald
Graham, Mr.
Graham, Mrs William G
Graha, Miss Margaret
Greenfield, Mrs. L. D.
Greenfield, Mrs. W. B.
Guggenheim, Mr Benjamin
Harder, Mr. George A.
Harder, Mrs. George A.
Harper, Mr. Henry Sleeper and Manservant
Harper, Mrs. Henry Sleeper
Harris, Mr. Henry B.
Harris, Mrs. Henry B.
Harrison, Mr. W. H.
Haven, Mr. H.
Hawksford, Mr. W. J.
Hays, Mr. Charles M.
Hays, Mrs. Charles M. and Maid
Hays, Miss Margaret
Head, Mr. Christopher
Hilliard, Mr. Herbert Henry
Hipkins, Mr. W. E.
Hippach, Mrs. Ida S.
Hippach, Miss Jean
Hogeboom, Mrs. John C.
Holverson, Mr. A. O.
Holverson, Mrs. A. O.
Hoyt, Mr. Frederick M.
Hoyt, Mrs. Frederick M.
Holt, Mr. W. F.
Isham, Mrs. A. E.
Ismay, Mr. J. Bruce and Manservant
Jakob, Mr. Birnbaum
Jones, Mr. C. C
Julian, Mr. H. F.
Kent, Mr. Edward A.
Kenyon, Mr. F. R.
Kenyon, Mrs. F. R.
Kimball, Mr. E. N.
Kimball, Mrs. E. N.
Klaber, Mr. Herman
Lambert-Williams, Mr. Fletcher Fellows
Leader, Mrs. F. A.
Lewy, Mr. E. G.
Lindstroem, Mrs. J.
Lines, Mrs. Ernest H.
Lines, Miss Mary C.
Lingrey, Mr. Edward
Long, Mr. Milton C.
Langley, Miss Gretchen F.
Loring, Mr. J. H.
Madill, Miss Georgette Alexandra
Maguire, Mr. J. E.
Marechal, Mr. Pierre
Marvin, Mr. D. W.
Marvin, Mrs. D. W.
McCaffry. Mr. T.
McCarthy, Mr. Timothy J. Rohan
McGough, Mr. J. R.
Meyer, Mr. Edgar J.
Meyer, Mrs. Edgar J.
Millet, Mr. Frank D.
Minahan, Dr. W. E.
Minahan, Mrs. W. B.
Minahan, Miss Daisy
Moch, Mr. Pkdtp E.
Moch, Mr. Phillip E.
Molson, Mr. H. Markland
Moore, Mr. Clarence and Manservant
Natsch, Mr. Charles
Newell, Mr. A. W.
Newell, Miss Alice
Newell, Miss Madeline
Newsom, Miss Helen
Nicholson, Mr. A. S.
Omont, Mr. F.
Ostby, Mr. E. C
Ostby, Miss Helen R.
Ovies, Mr. S.
Parr, Mr. M. H. W.
Partner, Mr. Austin
Payne, Mr. V.
Pears, Mr. Thomas
Pears, Mrs. Thomas
Penasco, Mr. Victor
Penasco, Mrs. Victor and Maid
Peuchen, Major Arthur
Porter, Mr. Walter Chamberlain
Potter, Mrs. Thomas, Jr.
Reuchlin, Mr. Jonkheer, J. G.
Rheims, Mr. George
Robert, Mrs. Edward S. and Maid
Roebling, Mr. Washington A., 2nd
Rolmane, Mr. C.
Rood, Mr. Hugh R.
Rosenbaum, Miss
Ross, Mr. J. Hugo
Rothes, the Countess of and Maid
Rothschild, Mr. M.
Rothschild, Mrs. M.
Rowe, Mr. Alfred
Ryerson, Mr. Arthur
Ryerson, Mrs. Arthur and Maid
Ryerson, Miss Emily
Ryerson, Miss Susan
Ryerson, Master Jack
Saalfeld, Mr. Adolphe
Schabert, Mrs. Paul
Seward, Mr. Frederick K.
Shutes, Miss E. W.
Silverthorne, Mr. S. V.
Silvey, Mr. William B.
Silvey, Mrs. William B.
Simonius, Mr. Oberst Altons
Sloper, Mr. William T.
Smart, Mr. John M.
Smith, Mr. J. Clinch
Smith, Mr. R. W.
Smith, Mr. L P.
Smith, Mrs. L P.
Snyder, Mr. John
Snyder, Mrs. John
Soloman, Mr. A. L.
Spedden, Mr. Frederick O.
Spedden, Mrs. Frederick O. and Maid
Spedden, Master R. Douglas and Nurse
Spencer, Mr. W. A.
Spencer, Mrs. W. A. and Maid
Stahelin, Dr. Max
Stead, Mr. W. T.
Steffanson, B. B.
Steffanon, H. B.
Stehli, Mr. Max Frolicher
Stehli, Mrs. Max Frolicher
Stengel, Mr. C. E. H.
Stengel, Mrs. C. E. H.
Stewart, Mr. A. A.
Stone, Mrs. George M. and Maid
Straus, Mr. Isador and Manservant
Straus, Mrs. Isador and Maid Ellen Bird
Sutton, Mr. Frederick
Swift, Mrs. Frederick Joel
Taussig, Mr. Emil
Taussig, Mrs. Emil
Taussig, Miss Ruth
Taylor, Mr. E. Z
Taylor, Mrs. E. Z.
Thayer, Mr. J. B.
Thayer, Mrs. J. B. and Maid
Thayer, Mr. J. B., Jr.
Thorne, Mr. G.
Thorne, Mrs. G.
Tucker, Mr. G. M., Jr.
Uruchurtu, Mr. M. R.
Van der Hoef, Mr. Wyckoff
Walker, Mr. W. Anderson
Warren, Mr. F. M.
Warren, Mrs. F. M.
Weir, Mr. J.
White, Mr. Percival W.
White, Mr. Richard F.
White, Mrs. J. Stuart and Maid and Manservant
Wick, Mr. George D.
Wick, Mrs. George D.
Wick, Miss Mary
Widener, Mr. George D. and Manservant
Widener, Mrs. George D. and Maid
Widener, Mr.. Harry
Willard, Miss Constance
Williams, Mr. Duane
Williams, Mr. R. N., Jr.
Woolner, Mr. Hugh
Wright, Mr. George
Young, Miss Marie
Second Class Passengers (top)
Abelson, Mr. Samson
Abelson, Mrs. Hanna
Aldworth, Mr. C.
Andrew, Mr. Edgar
Andrew, Mr. Frank
Angle, Mr. William
Angle, Mrs.
Ashby, Mr. John
Baily, Mr. Percy
Baimbridge, Mr. Chas. R.
Balls, Mrs. Ada E.
Banfield, Mr. Frederick J.
Bateman, Mr. Robert J.
Beane, Mr. Edward
Beane, Mrs. Ethel
Beauchamp, Mr. H. J.
Becker, Mrs. A. O. and three children
Beesley, Mr. Lawrence
Bentham, Miss Lilian W.
Berriman, Mr. William
Botsford, Mr. W. Hull
Bowenur, Mr. Solomon
Bracken, Mr. Jas. H.
Brito, Mr. Jose de
Brown, Miss Mildred
Brown, Mr. S.
Brown, Mrs.
Brown, Miss E.
Bryhl, Mr. Curt
Bryhl, Miss Dagmar
Buss, Miss Kate
Butler, Mr. Reginald
Byles, Rev.nomas R. D.
Bystrom, Miss Karolina
Caldwell, Mr. Albert F.
Caldwell, Mrs. Sylvia
Caldwell, Master Alden G.
Cameron, Miss Clear
Carbines, Mr. William
Carter, Rev. Ernest C.
Carter, Mrs. Lillian
Chapman, Mr. John H.
Chapman, Mrs. Elizabeth
Chapman, Mr. Charles
Christy, Mrs. Alice
Christy, Miss Juli
Clarke, Mr. Charles V.
Clarke, Mrs. Ada Maria
Coleridge, Mr. R. C.
Collander, Mr. Erik
Collett, Mr. Stuart
Collyer, Mr. Harvey
Collyer, Mrs. Charlotte
Collyer, Miss Marjorie
Corbett, Mrs. Irene
Corey, Mrs. C. P.
Cotterill, Mr. Harry
Davies, Mr. Charles
Davis, Mrs. Agnes
Davis, Master John M.
Davis, Miss Mary
Deacon, Mr. Percy
del Carlo, Mr. Sebastian
del Carlo, Mrs.
Denbou, Mr. Herbert
Dibden, Mr. William
Doling, Mrs. Ada
Doling, Miss Elsie
Downton, Mr. William J.
Drachstedt, Baron von
Drew, Mr. James V.
Drew, Mrs. Lulu
Drew, Master Marshall
Duran, Miss Florentina
Duran, Miss Asimcion
Eitemiller, Mr. G. F.
Enander, Mr. Ingvar
Fahlstrom Mr. Arne J.
Faunthorpe, Mr. Harry
Faunthorpe, Mrs. Lizzie
Fillbrook, Mr. Charles
Fox, Mr. Stanley H.
Funk, Miss Annie
Fynney, Mr. Jos.
Gale, Mr. Harry
Gale, Mr. Shadrach
Garside, Miss Ethel
Gaskell, Mr. Alfred
Gavey, Mr. Lawrence
Gilbert, Mr. William
Giles, Mr. Edgar
Giles, Mr. Fred
Giles, Mr. Ralph
Gill, Mr. John
Gillespie, Mr. William
Givard, Mr. Hans K.
Greenberg, Mr. Samuel
Hale, Mr. Reginald
Hamalainer, Mrs. Anna and Infant
Harbeck, Mr. Wm. H.
Harper, Mr. John
Harper, Miss Nina
Harris, Mr. George
Harris, Mr. Walter
Hart, Mr. Benjamin
Hart, Mrs. Esther
Hart, Miss Eva
Herman, Miss Alice
Herman, Mrs. Jane
Herman, Miss Kate
Herman, Mr. Samuel
Hewlett, Mrs. Mary D.
Hickman, Mr. Leonard
Hickman, Mr. Lewis
Hickman, Mr. Stanley
Hiltunen, Miss Martha
Hocking, Mr. George
Hocking, Mrs. Elizabeth
Hocking, Miss Nellie
Hocking, Mr. Samuel J.
Hodges, Mr. Henry P.
Hoffman, Mr. and two children (Loto and Louis)
Hold, Mrs. Annie
Hold, Mr. Stephen
Hood, Mr. Ambrose
Hosono, Mr. Masabumi
Howard, Mr. Benjamin
Howard, Mrs. Ellen T.
Hunt, Mr. George
Ilett, Miss Bertha
Jacobsohn, Mrs. Amy P.
Jacobsohn Mr. Sidney S.
Jarvis, Mr. John D.
Jefferys, Mr. Clifford
Jefferys, Mr. Ernest
Jenkin, Mr. Stephen
Jervan, Mrs. A. T.
Kantor, Mrs. Miriam
Kantor, Mr. Sehua
Karnes, Mrs. J. F.
Keane, Mr. Daniel
Keane, Miss Nora A.
Kelly, Mrs. F.
Kirkland, Rev. Charles L
Kvillner, Mr. John Henrik
Lahtinen, Mrs. Anna
Lahtinen, Mr. William
Lamb, Mr. J. J.
Lamore, Mrs. Ameliar
Laroche, Mr. Joseph
Laroche, Mrs. Juliet
Laroche, Miss Louise
Laroche, Miss Simonne
Lehman, Miss Bertha
Leitch, Miss Jessie
Levy, Mr. R. J.
Leyson, Mr. Robert W. N.
Lingan, Mr. John
Louch, Mr. Charles
Louch, Mrs. Alice Adela
Mack, Mrs. Mary
Malachard, Mr. Noel
Mallet, Mr. A.
Mallet, Mrs.
Mallet, Master A.
Mangiavacchi, Mr. Emilio
Mantvila, Mr. Joseph
Marshall, Mr.
Marshall, Mrs. Kate
Matthews, Mr. W. J.
Maybery, Mr. Frank H.
McCrae, Mr. Arthur G.
McCrie, Mr. James
McKane, Mr. Peter D.
Mellers, Mr. William
Mellinger, Mrs. Elizabeth and Child
Meyer, Mr. August
Milling, Mr. Jacob C.
Mitchell, Mr. Henry
Morawick, Dr. Ernest
Mudd, Mr. Thomas C.
Myles, Mr. Thomas F.
Nasser, Mr. Nicolas
Nasser, Mrs.
Nesson, Mr. Israel
Nicholls, Mr. Joseph C.
Norman, Mr. Robert D.
Nye, Mrs. Elizabeth
Otter, Mr. Richard
Oxenham, Mr. P. Thomas
Padro, Mr. Julian
Pain, Dr. Alfred
Pallas, Mr. Emilio
Parker, Mr. Clifford R.
Parrish, Mrs. L Davis
Pengelly, Mr. Frederick
Pernot, Mr. Rene
Peruschitz, Rev. Jos. M.
Phillips, Mr. Robert
Phillips, Miss Alice
Pinsky, Miss Rosa
Ponesell, Mr. Martin
Portaluppi, Mr. Emilio
Pulbaun, Mr. Frank
Quick, Mrs. Jane
Quick, Miss Vera W.
Quick, Miss Phyllis
Reeves, Mr. David
Renouf, Mr. Peter H.
Renouf, Miss Lillie
Reynolds, Miss E.
Richard, Mr. Emile
Richards, Mrs. Emily
Richards, Master William
Richards, Master George
Ridsdale, Miss Lucy
Rogers, Mr. Harry
Rogers, Miss Selina
Rugg, Miss Emily
Sedgwick, Mr. C. F. W.
Sharp, Mr. Percival
Shelley, Mrs. Imanita
Silven, Miss Lyyli
Sincook, Miss Maude
Sinkkenen, Miss Anna
Sjostedt, Mr. Ernest A.
Slayter, Miss H. M.
Slemen, Mr. Richard J.
Smith, Mr. Augustus
Smith, Miss Marion
Sobey, Mr. Hayden
Stanton, Mr. S. Ward
Stokes, Mr. Phillip J.
Swane, Mr. George
Sweet, Mr. George
Toomey, Miss Ellen
Trant, Miss Jessie
Tronpiansky, Mr. Moses A.
Troutt, Miss E. Celia
Tupin, M. Dorothy
Turpin, Mr. William J.
Veale, Mr. James
Walcroft, Miss Nellie
Ware, Mrs. Florence L
Ware, Mr. John James
Ware, Mr. William J.
Watt, Miss Bertha
Watt, Mrs. Bessie
Webber, Miss Susiev
Weisz, Mr. Leopold
Weisz, Mrs. Matilda
Wells, Mrs. Addie
Wells, Miss J.
Wells, Master Ralph
West, Mr. E. Arthur
West, Mrs. Ada
West, Miss Barbara
West, Miss Constance
Wheadon, Mr. Edward
Wheeler, Mr. Edwin
Third Class Passengers - British/Southampton Embarkment (top)
Abbott, Eugene
Abbott, Rosa
Abbott, Rossmore
Abbing, Anthony
Adams. J.
Aks, Filly
Aks, Leah
Alexander, William
Allen, William
Allum, Owen G.
Badman, Emily
Barton David
Beavan, W. T.
Billiard, A. van
Billiard, James (child)
Billiard, Walter (child)
Bing, Lee
Bowen, David
Braund, Lewis
Braund, Owen
Brocklebank, William
Cann, Erenst
Carver, A.
Celotti, Francesco
Chip, Chang
Christmann, Emil
Cohen, Gurshon
Cook, Jacob
Corn, Harry
Coutts, Winnie
Coutts, William (child)
Coutts, Leslie (child)
Coxon, Daniel
Crease, Ernest James
Cribb, John Hatfield
Cribb, Alice
Dahl, Charles
Davies, Evan
Davies, Alfred
Davies, John
Davies, Joseph
Davison, Thomas H.
Davison, Mary
Dean, Mr. Bertram F.
Dean, Mrs. Hetty
Dean, Bertran (child)
Dean, Vera (infant)
Dennis, Samuel
Dennis, William
Derkings, Edward
Dowdell, Elizabeth
Drapkin, Jenie
Dugemin, Joseph
Elsbury, James
Emanuel, Ethet (child)
Everett, Thomas J.
Foo, Choong
Ford, Arthur
Ford, Margaret
Ford, Mrs. D. M.
Ford, Mr. E. W.
Ford, M. W. T. N.
Ford, Maggie (child)
Franklin, Charles
Garthfirth, John
Gilinski, Leslie
Godwin, Frederick
Goldsmith, Frank J.
Goldsmith, Emily A.
Goldsmith, Frank J. W.
Goodwin, Augusta
Goodwin, Lillian A.
Goodwin, Charles E.
Goodwin, William F. (child)
Goodwin, Jessie (child)
Goodwin, Harold (child)
Goodwin, Sidney (child)
Green, George
Guest, Robert
Harknett, Alice
Harmer, Abraham
Hee, Ling
Howard, May
Hyman, Abraham
Johnston, A. G.
Johnston, Mrs.
Johnston, William (child)
Johnston, Mrs. C. H. (child)
Johnson, Mr. A.
Johnson, Mr. W.
Keefe, Arthur
Kelly, James Lam, Ali
Lam, Len
Lang, Fang
Leonard, Mr. L
Lester, J.
Ling, Lee
Lithman, Simon
Lobb, Cordelia
Lobb, William A.
Lockyer, Edward
Lovell, John
MacKay, George W.
Maisner, Simon
McNamee, Eileen
McNamee, Neal
Meanwell, Marian O.
Meek, Annie L.
Meo, Alfonso
Miles, Frank
Moor, Beile
Moor, Meier
Moore, Leonard C.
Morley, William
Moutal, Rahamin
Murdlin, Joseph
Nancarrow, W. H.
Niklasen, Sander
Nosworthy, Richard C.
Peacock, Alfred
Peacodc., Treasteall
Peacock, Treasteall (child)
Pearce, Ernest
Peduzzi, Joseph
Perkin, John Henry
Peterson, Marius
Potchett, George
Rath, Sarah
Reed, James George
Reynolds, Harold
Risien, Emma
Risien, Samuel
Robins, Alexander
Robins, Charity
Rogers, William John
Rouse, Richard H.
Rush, Alfred George J.
Sadowitz, Harry
Sage, John
Sage, Annie
Sage, Stella
Sage, George
Sage, Douglas
Sage, Frederick
Sage, Dorothy
Sage, William (child)
Sage, Ada (child)
Sage, Constance (child)
Sage, Thomas (child)
Sather, Sinon
Saundercock, W. H.
Sawyer, Frederick
Scrota, Maurice
Shellard, Frederick
Shorney, Charles
Simmons, John
Slocovski, Selman
Somerton, Francis W.
Spector, Woolf
Spinner, Henry
Stanley, Amy
Stanley, E. R. Mr.
Storey, T. Mr.
Sunderland, Victor
Sutehall, Henry
Theobald, Thomas
Thomas, Alex
Thorneycrolt, Florence
Thorneycroft, Percival
Tomlin, Ernest P.
Torber, Ernest
Trembisky, Berk
Tunquist, W.
Ware, Frederick
Warren, Charles W.
Webber, James
Wilkes, Ellen
Willey, Edward
Williams, Harry
Williams, Leslie
Windelov, Einar
Wiseman, Philip
Third Class Passengers - Non British/Southampton Embarkment (top)
Abelseth, Karen
Abelseth, Olaus
Abramson, August
Adahl, Mauritz
Adolf, Humblin
Ahlin, Johanna
Ahmed, Ali
Alhomaki, Ilmari
Ali, William
Anderson, Alfreda
Anderson, Erna
Anderson, Albert
Anderson, Anders
Anderson, Samuel
Anderson, Sigrid (child)
Anderson, Thor
Anderson, Carla
Anderson, Ingeborg (child)
Anderson, Ebba (child)
Anderson, Sigvard (child)
Anderson, Ellis
Anderson, Ida Augusta
Anderson, Paul Edvin
Angheloff, Minko
Asplund, Carl (child)
Asplund, Charles
Aspland, Felix (child)
Asplund, Gustaf (child)
Asplund, Johan
Asplund, Lillian (child)
Asplund, Oscar (child)
Asplund, Selma
Arnold, Joseph
Arnold, Josephine
Aronsson, Ernest Axel A.
Asim, Adola
Assam, Ali
Augustsan, Albert
Backstrom, Karl
Backstrom, Marie
Balkic, Cerin
Benson, John Viktor
Berglund. Ivar
Berkeland, Hans
Bjorklund, Ernst
Bostandyeff, Guentcho
Braf, Elin Ester
Brobek, Carl R.
Cacic, Grego
Cacic, Luka
Cacic, Maria
Cacic, Manda
Calie, Peter
Carlson, Carl R.
Carlsson, Julius
Carlsson, August Sigfrid
Coelho, Domingos Fernardeo
Coleff, Fotio
Coleff, Peyo
Cor, Bartol
Cor, Ivan
Cor, Ludovik
Dahl, Mauritz
Dahlberg, Gerda
Dakic, Branko
Danbom, Ernest
Danbom, Gillber (infant)
Danoff, Sigrid
Danoff, Yoto
Dantchoff, Khristo
Delalic, Regyo
Denkoff, Mito
Dimic, Jovan
Dintcheff, Valtcho
Dyker, Adoff
Dyker, Elizabeth
Ecimovic, Joso
Edwardsson, Gustaf
Eklunz, Hans
Ekstrom, Johan
Finote, Luigi
Fischer, Eberhard
Goldsmith, Nathan
Goncalves, Manoel E.
Gronnestad, Daniel D.
Gustafson, Alfred
Gustafson, Anders
Gustafson, Johan
Gustafsson, Gideon
Haas, Aloisia
Hadman, Oscar
Hagland, Ingvald O.
Hagland, Konrad R.
Hakkarainen, Pekko
Hakkarainen, Elin
Hampe, Leon
Hankonen, Eluna
Hansen, Claus
Hansen, Janny
Hansen, Henry Damgavd
Heininen, Wendla
Hendekevoic, Ignaz
Henriksson, Jenny
Hervonen, Helga
Hervonen, Hildwe (child)
Hickkinen, Laina
Hillstrom, Hilda
Holm, John F. A.
Holten, Johan
Humblin, Adolf
Ilieff, Ylio
Ilmakangas, Ida
Ilmakangas, Pista
Ivanoff, Konio
Jansen, Carl
Jardin, Jose Netto
Jensen, Carl
Jensen, Hans Peter
Jensen, Svenst L.
Jensen, Nilho R.
Johannessen, Bernt
Johannessen, Elias
Johansen, Nils
Johanson, Oscar
Johanson, Oscal L.
Johansson, Erik
Johansson, Gustaf
Johnson, Jakob A.
Johnson, Alice
Johnson, Harold
Johnson, Eleanora (infant)
Johnsson, Carl
Johnsson, Malkolm
Jonkoff, Lazor
Jonsson, Nielo H.
Jusila, Katrina
Jusila, Mari
Jusila, Erik
Jutel, Henrik Hansen
Kallio, Nikolai
Kalvig Johannes H.
Karajic, Milan
Karlson, Einar
Karlson, Nils August
Kekic, Tido
Kink, Anton
Kink, Louise
Kink, Louise (child)
Kink, Maria
Kink, Vincenz
Klasen, Klas A.Mona, Mae A.
Klasen, Hilda
Klasen, Gertrud (child)
Laitinen, Sofia
Laleff, Kristo
Landegren, Aurora
Larson, Viktor
Larsson, Bengt Edvin
Larsson, Edvard
Lefebre, Frances
Lefebre, Henry (child)
Lefebre, Ida (child)
Lefebre, Ida (child)
Lefebre,Mathilde (child)
Leinonen, Antti
Lindablom, August
Lindell, Edvard B.
Lindell, Elin
Lindahl, Agda
Lindqvist, Einar
Lulic, Nicola
Lundahl, John
Lundin, Olga
Lundstripm, Jan
Madsen, Fridjof
Maenpaa, Matti
Makinen, Kalle
Mampe, Leon
Marinko, Dmitri
Markoff, Marin
Melkebuk, Philemon
Messemacker, Guillaume
Messemacker, Emma
Midtsjo, Carl
Mikanen, John
Misseff, Ivan
Minkoff, Lazar
Mirko, Dika
Mitkoff, Mito
Moen, Sigurd H.
Moss, Albert
Mulder, Theo
Myhrman, Oliver
Naidenoff, Penko
Nankoff, Minko
Nedeco, Petroff
Nenkoff, Christo
Nieminen, Manta
Nilsson, August F.
Nilson, Berta
Nilson, Helmina
Nirva, Isak
Nyoven, Johan
Nyston, Anna
Odahl, Martin
Orman, Velin
Olsen, Arthur
Olsen, Carl
Olsen, Henry
Olsen, Ole M.
Olson, Elon
Olsson, John
Olsson, Elida
Oreskovic, Luka
Oreskovic, Maria
Oreskovic, Jeko
Osman, Mara
Pacruic, Mate
Pacruic, Tome
Panula, Eino
Panula, Ernesti
Panula, Juho
Panula, Maria
Panula, Sanni
Panula, Urhu (child)
Panula, William (infant)
Pasic, Jakob
Pentcho, Petroff
Paulsson, Alma C
Paulsson, Gosta (child)
Paulsson, Paul (child)
Paulsson, Stina(child)
Paulsson, Torborg (child)
Pavlovic, Stefo
Pekonemi, E.
Pelsmaker, Alfons de
Peltomaki, Nikolai
Person, Ernest
Peterson, Johan
Peterson, Ellen
Petranec, Matilda
Petterson, Olaf
Plotcharsky, Vasil
Radeff, Alexander
Rintamaki, Matti
Rosblom, Helene
Rosblom, Salfi (child)
Rosblom, Viktor
Rummstvedt, Kristian
Salander, Carl
Saljilsvik, Anna
Salonen, Werner
Sandman, Johan
Sandstrom, Agnes
Sandstrom, Beatrice (child)
Sandstrom, Margretha (child)
Sdycoff, Todor
Sheerlinck, Jean
Sihvola, Antti
Sivic, Husen
Sjoblom, Anna
Skoog, Anna
Skoog, Carl (child)
Skoog, Harald (child)
Skoog, Mabel (child)
Skoog, Margret (child)
Skoog, William
Slabenoff, Petco
Smiljanic, Mile
Sohole, Peter
Solvang, Lena Jacobsen
Sop, Jules
Staneff, Ivan
Stoytcho, Mihoff
Stoyehoff, Ilia
Strandberg, Ida
Stranden, Jules
Strilic, Ivan
Strom, Selma (child)
Svensen, Olaf
Svensson, Johan
Svensson, Coverin
Syntakoff, Stanko
Tikkanen, Juho
Todoroff, Lalio
Tonglin, Gunner
Turcin, Stefan
Turgo, Anna
Twekula, Hedwig
Uzelas, Jovo
Waelens, Achille
Van Impe, Catharine (child)
Van Impe, Jacob
Van Impe, Rosalie
Van der Planke, Augusta Vander
Van der Planke, Emilie Vander
Van der Planke, Jules Vander
Van der Planke, Leon Vander
Van der Steen, Leo
Van de Velde, Joseph
Van de Walle, Nestor
Vereruysse, Victor
Vook, Janko
Wende, Olof Edvin
Wennerstrom, August
Wenzel, Zinhart
Vestrom, Huld A. A.
Widegrin, Charles
Wiklund, Karl F.
Wiklund, Jacob A.
Wirz, Albert
Wittenrongel, Camille
Zievens, Renee
Zimmermann, Leo
Third Class Passengers - Non British/Cherbourg Embarkment (top)
Assaf, Marian
Attala, Malake
Baclini, Latila
Baclini, Maria
Baclini, Eugene
Baclini, Helene
Badt, Mohamed
Banoura, Ayout
Barbara, Catherine
Barbara, Saude
Betros, Tannous
Boulos, Hanna
Boulos, Sultani
Boulos, Nourelain
Boulos, Akar (child)
Banous, Elias
Caram, Joseph
Caram, Maria
Shabini, Georges
Chehab, Emir Farres
Chronopoulos, Apostolos
Cbronopoulos, Demetrios
Dibo, Elias
Drazenovie, Josip
Elias, Joseph
Elias, Joseph
Fabini, Leeni
Fat-ma, Mustmani
Gerios, Assaf
Gerios, Youssef
Gerios, Youssef
Gheorgheff, Stanio
Hanna, Mansour
Jean Nassr, Saade
Johann, Markim
Joseph, Mary
Karun, Franz
Karun, Anna (child)
Kassan, M. Housseing
Kassem, Fared
Kassein, Hassef
Kalil, Betros
Khalil, Zahie
Kraeff, Thodor
Lemberopoulos, Peter
Malinoff, Nicola
Meme, Hanna
Monbarek, Hanna
Moncarek, Omine
Moncarek, Gonios (child)
Moncarek, Halim (child)
Moussa, Mantoura
Naked, Said
Naked, Waika
Naked, Maria
Nasr, Mustafa
Nichan, Krikorian
Nicola, Jamila
Nicola, Elias (child)
Novel, Mansouer
Peter, Catherine Joseph
Peter, Mike
Peter, Anna
Rafoul, Baccos
Raibid, Razi
Saad, Amin
Saad, Khalil
Samaan, Hanna
Samaan, Elias
Samaan, Youssef
Sarkis, Mardirosian
Sarkis, Lahowd
Seman Betros (child)
Shedid, Daher
Sirayanian, Arsen
Sleiman, Attalla
Stankovic, Jovan
Tannous, Thomas
Tannous, Daler
Thomas, CharlesP
Thomas, Tamin
Thomas, Assad (infant)
Thomas, John
Tonfik, Nahli
Torfa, Assad
Useher,Baulner
Vagil, Adele Jane
Vartunian, Davit
Vassilios, Catavelas
Wazli, Yousif
Weller, Abi
Yalsevae, Ivan
Yazbeck, Antoni
Yazbeck, Salini
Youssef, Brahim
Youssef, Hanne
Youssef, Maria (child)
Youssef Georges (child)
Zabour. Tamini
Zabour, Hileni
Zakarian, Artin
Zakarian, Meguerdich
Third Class Passengers - Queenstown Embarkment (top)
Barry, Julia
Bourke, Catherine
Bourke, John
Bradley, Bridget
Buckley, Daniel
Buckley, Katherine
Burke, Jeremiak
Burke, Mary
Burns, Mary
Canavan, Mary
Carr, Ellen
Car, Jeannie
Chartens, David
Cannavan, Pat
Colbert, Patrick
Conlin, Thos. H.
Connaghton, Michel
Connors, Pat
Conolly, Kate
Conolly, Kate
Daly, Marcella
Daly, Eugene
Devanoy, Margaret
Dewan, Frank
Dooley, Patrick
Doyle, Elin
Driscoll, Bridget
Emmeth, Thomas
Farrell, James
Foley, Joseph
Foley, William
Flynn, James
Flynn, John
Fox, Patrick
Gallagher, Martin
Gilnegh, Katie
Glynn, Mary
Hagardon, Kate
Hagarty, Nora
Hart, Henry
Healy, Nora
Horgan, John
Hemming, Norah
Henery, Delia
Jenymin, Annie
Kelly, James
Kelly, Annie K.
Kelly, Mary
Kerane, Andy
Kennedy, John
Kilgannon, Thomas
Kiernan, John
Kiernan, Phillip
Lane, Patrick
Lemom, Denis
Lemon, Mary
Linehan, Michel
Madigan, Maggie
Mahon, Delia
Mannion, Margareth
Mangan, Mary
McCarthy, Katie
McCoy, Agnes
McCoy, Alice
McCoy, Bernard
McCormack, Thomas
McDermott, Delia
McElroy, Michel
McGovern, Mary
McGowan, Katherine
McGowan, Annie
McMahon, Martin
Mechan, John
Meeklave, Ellie
Moran, James
Moran, Bertha
Morgan, Daniel J.
Morrow, Thomas
Mullens, Katie
Mulvihill, Bertha
Murphy, Norah
Murphy, Mary
Murphy, Kate
Naughton, Hannah
Nemagh, Robert
O'Brien, Denis
O'Brien, Thomas
O'Brien, Hannah
O'Connell, Pat D.
O'Connor, Maurice
O'Connor, Pat
O'Donaghue, Bert
O'Dwyer, Nellie
O'Keefe, Pat
OLeary, Norah
O'Neill, Bridget
O'Sullivan, Bridget
Peters, Katie
Rice, Margaret
Rice, Albert (child)
Rice, George (child)
Rice, Eric (child)
Rice, Arthur (child)
Rice, Eugene (child)
Riordan, Hannah
Ryan, Patrick
Ryan, Edw.
Sadlier, Matt
Scanlan, James
Shaughnesay, Pat
Shine, Ellen
Smyth, Julian
Tobin, Roger
Survivors are in red.
First Class Passengers (top)
Allen, Miss Elizabeth Walton
Allison, Mr. H. J.
Allison, Mrs. H. J. and Maid
Allison, Miss L
Allison, Master T. and Nurse
Anderson, Mr. Harry
Andrews, Miss Cornelia I.
Andrews, Mr. Thomas
Appleton, Mrs. E. D.
Artagaveytia, Mr. Ramon
Astor, Colonel J. J. and Manservant
Astor, Mrs. J. J and Maid
Aubert, Mrs. N. and Maid
Barkworth, Mr. A. H.
Baumann, Mr. J.
Baxter, Mrs. James
Baxter, Mr. Quigg
Beattie, Mr. T.
Beckwith, Mr. R. L.
Beckwith, Mrs. R. L.
Behr, Mr. K. H.
Bishop, Mr. D. H.
Bishop, Mrs. D. H.
Bjornstrom, Mr. H.
Blackwell, Mr. Stephen Weart
Blank, Mr. Henry
Bonnell, Miss Caroline
Bonnell, Miss Lily
Borebank, Mr. J. J.
Bowen, Miss
Bowerman, Miss Elsie
Brady, Mr. John B.
Brandeis, Mr. E.
Brayton, Mr. George
Brewe, Dr Arthur Jackson
Brown, Mrs. J. J.
Brown, Mrs. J. M.
Bucknell, Mrs. W. and Maid
Butt, Major Archibald W.
Calderhead, Mr. E. P.
Candee, Mrs. Churchill
Cardoza, Mrs. J. W. M. and Maid
Cardoza, Mr. T. D. M and Manservant
Carlson, Mr. Frank
Carran, Mr. F. M.
Carran, Mr. J. P.
Carter, Mr. William E.
Carter, Mrs. William E. and Maid
Carter, Miss Lucile
Carter, Master William T. and Manservant
Case, Mr. Howard B.
Cassebeer, Mrs. H. A.
Cavendish, Mr. T.W.
Cavendish, Mrs. T. W. and Maid
Chaffee, Mr. Herbert F.
Chaffee, Mrs. Herbert F.
Chambers, Mr. N. C.
Chambers, Mrs. N. C.
Cherry, Miss Gladys
Chevre, Mr. Paul
Chibnafl, Mrs. E. M. Bowerman
Chisholm, Mr. Robert
Clark, Mr. Walter M.
Clark, Mrs. Walter M.
Clifford, Mr. George Quincy
Colley, Mr. E. P.
Compton, Mrs. A. T.
Compton, Miss S. P.
Compton, Mr. A. T., Jr.
Cornell, Mrs. R. G.
Crafton, Mr. John B.
Crosby, Mr. Edward G.
Crosby, Mrs. Edward G.
Crosby, Miss Harriet
Cummings, Mr. John Bradley
Cummings, Mrs. John Bradley
Daly, Mr. P. D.
Daniel, Mr. Robert W.
Davidson, Mr. Thornton
Davidson, Mrs. Thornton
de Villiers, Mrs. B.
Dick, Mr. A. A.
Dick, Mrs. A. A.
Dodge, Dr. Washington
Dodge, Mrs. Washington
Dodge, Master Washington
Douglas, Mrs. F. C.
Douglas, Mr. W. D.
Douglas, Mrs. W. D. and Maid
Dulles, Mr. William C.
Earnshew, Mrs. Boulton
Endres, Miss Caroline
Eustis, Miss E. M.
Evans, Miss E.
Flegenheim, Mrs. A.
Flynn, Mr. J. I.
Foreman, Mr. B. L.
Fortune, Mr. Mark
Fortune, Mrs. Mark
Fortune, Miss Ethel
Fortune, Miss Alice
Fortune, Miss Mabel
Fortune, Mr. Charles
Franklin, Mr. T. P.
Frauenthal Mr. T. G.
Frauenthal, Dr. Henry W.
Frauenthal, Mrs. Henry W.
Frolicher, Miss Marguerite
Futrelle, Mr. J.
Futrelle, Mrs. J.
Gee, Mr. Arthur
Gibson, Mrs. L.
Gibson, Miss D.
Giglio, Mr. Victor
Goldenberg, Mr. S. L.
Goldenberg, Mrs. S. L
Goldschmidt, Mrs. George B.
Gordon, Sir Cosmo Duff
Gordon, Lady Duff and Maid
Gracie, Colonel Archibald
Graham, Mr.
Graham, Mrs William G
Graha, Miss Margaret
Greenfield, Mrs. L. D.
Greenfield, Mrs. W. B.
Guggenheim, Mr Benjamin
Harder, Mr. George A.
Harder, Mrs. George A.
Harper, Mr. Henry Sleeper and Manservant
Harper, Mrs. Henry Sleeper
Harris, Mr. Henry B.
Harris, Mrs. Henry B.
Harrison, Mr. W. H.
Haven, Mr. H.
Hawksford, Mr. W. J.
Hays, Mr. Charles M.
Hays, Mrs. Charles M. and Maid
Hays, Miss Margaret
Head, Mr. Christopher
Hilliard, Mr. Herbert Henry
Hipkins, Mr. W. E.
Hippach, Mrs. Ida S.
Hippach, Miss Jean
Hogeboom, Mrs. John C.
Holverson, Mr. A. O.
Holverson, Mrs. A. O.
Hoyt, Mr. Frederick M.
Hoyt, Mrs. Frederick M.
Holt, Mr. W. F.
Isham, Mrs. A. E.
Ismay, Mr. J. Bruce and Manservant
Jakob, Mr. Birnbaum
Jones, Mr. C. C
Julian, Mr. H. F.
Kent, Mr. Edward A.
Kenyon, Mr. F. R.
Kenyon, Mrs. F. R.
Kimball, Mr. E. N.
Kimball, Mrs. E. N.
Klaber, Mr. Herman
Lambert-Williams, Mr. Fletcher Fellows
Leader, Mrs. F. A.
Lewy, Mr. E. G.
Lindstroem, Mrs. J.
Lines, Mrs. Ernest H.
Lines, Miss Mary C.
Lingrey, Mr. Edward
Long, Mr. Milton C.
Langley, Miss Gretchen F.
Loring, Mr. J. H.
Madill, Miss Georgette Alexandra
Maguire, Mr. J. E.
Marechal, Mr. Pierre
Marvin, Mr. D. W.
Marvin, Mrs. D. W.
McCaffry. Mr. T.
McCarthy, Mr. Timothy J. Rohan
McGough, Mr. J. R.
Meyer, Mr. Edgar J.
Meyer, Mrs. Edgar J.
Millet, Mr. Frank D.
Minahan, Dr. W. E.
Minahan, Mrs. W. B.
Minahan, Miss Daisy
Moch, Mr. Pkdtp E.
Moch, Mr. Phillip E.
Molson, Mr. H. Markland
Moore, Mr. Clarence and Manservant
Natsch, Mr. Charles
Newell, Mr. A. W.
Newell, Miss Alice
Newell, Miss Madeline
Newsom, Miss Helen
Nicholson, Mr. A. S.
Omont, Mr. F.
Ostby, Mr. E. C
Ostby, Miss Helen R.
Ovies, Mr. S.
Parr, Mr. M. H. W.
Partner, Mr. Austin
Payne, Mr. V.
Pears, Mr. Thomas
Pears, Mrs. Thomas
Penasco, Mr. Victor
Penasco, Mrs. Victor and Maid
Peuchen, Major Arthur
Porter, Mr. Walter Chamberlain
Potter, Mrs. Thomas, Jr.
Reuchlin, Mr. Jonkheer, J. G.
Rheims, Mr. George
Robert, Mrs. Edward S. and Maid
Roebling, Mr. Washington A., 2nd
Rolmane, Mr. C.
Rood, Mr. Hugh R.
Rosenbaum, Miss
Ross, Mr. J. Hugo
Rothes, the Countess of and Maid
Rothschild, Mr. M.
Rothschild, Mrs. M.
Rowe, Mr. Alfred
Ryerson, Mr. Arthur
Ryerson, Mrs. Arthur and Maid
Ryerson, Miss Emily
Ryerson, Miss Susan
Ryerson, Master Jack
Saalfeld, Mr. Adolphe
Schabert, Mrs. Paul
Seward, Mr. Frederick K.
Shutes, Miss E. W.
Silverthorne, Mr. S. V.
Silvey, Mr. William B.
Silvey, Mrs. William B.
Simonius, Mr. Oberst Altons
Sloper, Mr. William T.
Smart, Mr. John M.
Smith, Mr. J. Clinch
Smith, Mr. R. W.
Smith, Mr. L P.
Smith, Mrs. L P.
Snyder, Mr. John
Snyder, Mrs. John
Soloman, Mr. A. L.
Spedden, Mr. Frederick O.
Spedden, Mrs. Frederick O. and Maid
Spedden, Master R. Douglas and Nurse
Spencer, Mr. W. A.
Spencer, Mrs. W. A. and Maid
Stahelin, Dr. Max
Stead, Mr. W. T.
Steffanson, B. B.
Steffanon, H. B.
Stehli, Mr. Max Frolicher
Stehli, Mrs. Max Frolicher
Stengel, Mr. C. E. H.
Stengel, Mrs. C. E. H.
Stewart, Mr. A. A.
Stone, Mrs. George M. and Maid
Straus, Mr. Isador and Manservant
Straus, Mrs. Isador and Maid Ellen Bird
Sutton, Mr. Frederick
Swift, Mrs. Frederick Joel
Taussig, Mr. Emil
Taussig, Mrs. Emil
Taussig, Miss Ruth
Taylor, Mr. E. Z
Taylor, Mrs. E. Z.
Thayer, Mr. J. B.
Thayer, Mrs. J. B. and Maid
Thayer, Mr. J. B., Jr.
Thorne, Mr. G.
Thorne, Mrs. G.
Tucker, Mr. G. M., Jr.
Uruchurtu, Mr. M. R.
Van der Hoef, Mr. Wyckoff
Walker, Mr. W. Anderson
Warren, Mr. F. M.
Warren, Mrs. F. M.
Weir, Mr. J.
White, Mr. Percival W.
White, Mr. Richard F.
White, Mrs. J. Stuart and Maid and Manservant
Wick, Mr. George D.
Wick, Mrs. George D.
Wick, Miss Mary
Widener, Mr. George D. and Manservant
Widener, Mrs. George D. and Maid
Widener, Mr.. Harry
Willard, Miss Constance
Williams, Mr. Duane
Williams, Mr. R. N., Jr.
Woolner, Mr. Hugh
Wright, Mr. George
Young, Miss Marie
Second Class Passengers (top)
Abelson, Mr. Samson
Abelson, Mrs. Hanna
Aldworth, Mr. C.
Andrew, Mr. Edgar
Andrew, Mr. Frank
Angle, Mr. William
Angle, Mrs.
Ashby, Mr. John
Baily, Mr. Percy
Baimbridge, Mr. Chas. R.
Balls, Mrs. Ada E.
Banfield, Mr. Frederick J.
Bateman, Mr. Robert J.
Beane, Mr. Edward
Beane, Mrs. Ethel
Beauchamp, Mr. H. J.
Becker, Mrs. A. O. and three children
Beesley, Mr. Lawrence
Bentham, Miss Lilian W.
Berriman, Mr. William
Botsford, Mr. W. Hull
Bowenur, Mr. Solomon
Bracken, Mr. Jas. H.
Brito, Mr. Jose de
Brown, Miss Mildred
Brown, Mr. S.
Brown, Mrs.
Brown, Miss E.
Bryhl, Mr. Curt
Bryhl, Miss Dagmar
Buss, Miss Kate
Butler, Mr. Reginald
Byles, Rev.nomas R. D.
Bystrom, Miss Karolina
Caldwell, Mr. Albert F.
Caldwell, Mrs. Sylvia
Caldwell, Master Alden G.
Cameron, Miss Clear
Carbines, Mr. William
Carter, Rev. Ernest C.
Carter, Mrs. Lillian
Chapman, Mr. John H.
Chapman, Mrs. Elizabeth
Chapman, Mr. Charles
Christy, Mrs. Alice
Christy, Miss Juli
Clarke, Mr. Charles V.
Clarke, Mrs. Ada Maria
Coleridge, Mr. R. C.
Collander, Mr. Erik
Collett, Mr. Stuart
Collyer, Mr. Harvey
Collyer, Mrs. Charlotte
Collyer, Miss Marjorie
Corbett, Mrs. Irene
Corey, Mrs. C. P.
Cotterill, Mr. Harry
Davies, Mr. Charles
Davis, Mrs. Agnes
Davis, Master John M.
Davis, Miss Mary
Deacon, Mr. Percy
del Carlo, Mr. Sebastian
del Carlo, Mrs.
Denbou, Mr. Herbert
Dibden, Mr. William
Doling, Mrs. Ada
Doling, Miss Elsie
Downton, Mr. William J.
Drachstedt, Baron von
Drew, Mr. James V.
Drew, Mrs. Lulu
Drew, Master Marshall
Duran, Miss Florentina
Duran, Miss Asimcion
Eitemiller, Mr. G. F.
Enander, Mr. Ingvar
Fahlstrom Mr. Arne J.
Faunthorpe, Mr. Harry
Faunthorpe, Mrs. Lizzie
Fillbrook, Mr. Charles
Fox, Mr. Stanley H.
Funk, Miss Annie
Fynney, Mr. Jos.
Gale, Mr. Harry
Gale, Mr. Shadrach
Garside, Miss Ethel
Gaskell, Mr. Alfred
Gavey, Mr. Lawrence
Gilbert, Mr. William
Giles, Mr. Edgar
Giles, Mr. Fred
Giles, Mr. Ralph
Gill, Mr. John
Gillespie, Mr. William
Givard, Mr. Hans K.
Greenberg, Mr. Samuel
Hale, Mr. Reginald
Hamalainer, Mrs. Anna and Infant
Harbeck, Mr. Wm. H.
Harper, Mr. John
Harper, Miss Nina
Harris, Mr. George
Harris, Mr. Walter
Hart, Mr. Benjamin
Hart, Mrs. Esther
Hart, Miss Eva
Herman, Miss Alice
Herman, Mrs. Jane
Herman, Miss Kate
Herman, Mr. Samuel
Hewlett, Mrs. Mary D.
Hickman, Mr. Leonard
Hickman, Mr. Lewis
Hickman, Mr. Stanley
Hiltunen, Miss Martha
Hocking, Mr. George
Hocking, Mrs. Elizabeth
Hocking, Miss Nellie
Hocking, Mr. Samuel J.
Hodges, Mr. Henry P.
Hoffman, Mr. and two children (Loto and Louis)
Hold, Mrs. Annie
Hold, Mr. Stephen
Hood, Mr. Ambrose
Hosono, Mr. Masabumi
Howard, Mr. Benjamin
Howard, Mrs. Ellen T.
Hunt, Mr. George
Ilett, Miss Bertha
Jacobsohn, Mrs. Amy P.
Jacobsohn Mr. Sidney S.
Jarvis, Mr. John D.
Jefferys, Mr. Clifford
Jefferys, Mr. Ernest
Jenkin, Mr. Stephen
Jervan, Mrs. A. T.
Kantor, Mrs. Miriam
Kantor, Mr. Sehua
Karnes, Mrs. J. F.
Keane, Mr. Daniel
Keane, Miss Nora A.
Kelly, Mrs. F.
Kirkland, Rev. Charles L
Kvillner, Mr. John Henrik
Lahtinen, Mrs. Anna
Lahtinen, Mr. William
Lamb, Mr. J. J.
Lamore, Mrs. Ameliar
Laroche, Mr. Joseph
Laroche, Mrs. Juliet
Laroche, Miss Louise
Laroche, Miss Simonne
Lehman, Miss Bertha
Leitch, Miss Jessie
Levy, Mr. R. J.
Leyson, Mr. Robert W. N.
Lingan, Mr. John
Louch, Mr. Charles
Louch, Mrs. Alice Adela
Mack, Mrs. Mary
Malachard, Mr. Noel
Mallet, Mr. A.
Mallet, Mrs.
Mallet, Master A.
Mangiavacchi, Mr. Emilio
Mantvila, Mr. Joseph
Marshall, Mr.
Marshall, Mrs. Kate
Matthews, Mr. W. J.
Maybery, Mr. Frank H.
McCrae, Mr. Arthur G.
McCrie, Mr. James
McKane, Mr. Peter D.
Mellers, Mr. William
Mellinger, Mrs. Elizabeth and Child
Meyer, Mr. August
Milling, Mr. Jacob C.
Mitchell, Mr. Henry
Morawick, Dr. Ernest
Mudd, Mr. Thomas C.
Myles, Mr. Thomas F.
Nasser, Mr. Nicolas
Nasser, Mrs.
Nesson, Mr. Israel
Nicholls, Mr. Joseph C.
Norman, Mr. Robert D.
Nye, Mrs. Elizabeth
Otter, Mr. Richard
Oxenham, Mr. P. Thomas
Padro, Mr. Julian
Pain, Dr. Alfred
Pallas, Mr. Emilio
Parker, Mr. Clifford R.
Parrish, Mrs. L Davis
Pengelly, Mr. Frederick
Pernot, Mr. Rene
Peruschitz, Rev. Jos. M.
Phillips, Mr. Robert
Phillips, Miss Alice
Pinsky, Miss Rosa
Ponesell, Mr. Martin
Portaluppi, Mr. Emilio
Pulbaun, Mr. Frank
Quick, Mrs. Jane
Quick, Miss Vera W.
Quick, Miss Phyllis
Reeves, Mr. David
Renouf, Mr. Peter H.
Renouf, Miss Lillie
Reynolds, Miss E.
Richard, Mr. Emile
Richards, Mrs. Emily
Richards, Master William
Richards, Master George
Ridsdale, Miss Lucy
Rogers, Mr. Harry
Rogers, Miss Selina
Rugg, Miss Emily
Sedgwick, Mr. C. F. W.
Sharp, Mr. Percival
Shelley, Mrs. Imanita
Silven, Miss Lyyli
Sincook, Miss Maude
Sinkkenen, Miss Anna
Sjostedt, Mr. Ernest A.
Slayter, Miss H. M.
Slemen, Mr. Richard J.
Smith, Mr. Augustus
Smith, Miss Marion
Sobey, Mr. Hayden
Stanton, Mr. S. Ward
Stokes, Mr. Phillip J.
Swane, Mr. George
Sweet, Mr. George
Toomey, Miss Ellen
Trant, Miss Jessie
Tronpiansky, Mr. Moses A.
Troutt, Miss E. Celia
Tupin, M. Dorothy
Turpin, Mr. William J.
Veale, Mr. James
Walcroft, Miss Nellie
Ware, Mrs. Florence L
Ware, Mr. John James
Ware, Mr. William J.
Watt, Miss Bertha
Watt, Mrs. Bessie
Webber, Miss Susiev
Weisz, Mr. Leopold
Weisz, Mrs. Matilda
Wells, Mrs. Addie
Wells, Miss J.
Wells, Master Ralph
West, Mr. E. Arthur
West, Mrs. Ada
West, Miss Barbara
West, Miss Constance
Wheadon, Mr. Edward
Wheeler, Mr. Edwin
Third Class Passengers - British/Southampton Embarkment (top)
Abbott, Eugene
Abbott, Rosa
Abbott, Rossmore
Abbing, Anthony
Adams. J.
Aks, Filly
Aks, Leah
Alexander, William
Allen, William
Allum, Owen G.
Badman, Emily
Barton David
Beavan, W. T.
Billiard, A. van
Billiard, James (child)
Billiard, Walter (child)
Bing, Lee
Bowen, David
Braund, Lewis
Braund, Owen
Brocklebank, William
Cann, Erenst
Carver, A.
Celotti, Francesco
Chip, Chang
Christmann, Emil
Cohen, Gurshon
Cook, Jacob
Corn, Harry
Coutts, Winnie
Coutts, William (child)
Coutts, Leslie (child)
Coxon, Daniel
Crease, Ernest James
Cribb, John Hatfield
Cribb, Alice
Dahl, Charles
Davies, Evan
Davies, Alfred
Davies, John
Davies, Joseph
Davison, Thomas H.
Davison, Mary
Dean, Mr. Bertram F.
Dean, Mrs. Hetty
Dean, Bertran (child)
Dean, Vera (infant)
Dennis, Samuel
Dennis, William
Derkings, Edward
Dowdell, Elizabeth
Drapkin, Jenie
Dugemin, Joseph
Elsbury, James
Emanuel, Ethet (child)
Everett, Thomas J.
Foo, Choong
Ford, Arthur
Ford, Margaret
Ford, Mrs. D. M.
Ford, Mr. E. W.
Ford, M. W. T. N.
Ford, Maggie (child)
Franklin, Charles
Garthfirth, John
Gilinski, Leslie
Godwin, Frederick
Goldsmith, Frank J.
Goldsmith, Emily A.
Goldsmith, Frank J. W.
Goodwin, Augusta
Goodwin, Lillian A.
Goodwin, Charles E.
Goodwin, William F. (child)
Goodwin, Jessie (child)
Goodwin, Harold (child)
Goodwin, Sidney (child)
Green, George
Guest, Robert
Harknett, Alice
Harmer, Abraham
Hee, Ling
Howard, May
Hyman, Abraham
Johnston, A. G.
Johnston, Mrs.
Johnston, William (child)
Johnston, Mrs. C. H. (child)
Johnson, Mr. A.
Johnson, Mr. W.
Keefe, Arthur
Kelly, James Lam, Ali
Lam, Len
Lang, Fang
Leonard, Mr. L
Lester, J.
Ling, Lee
Lithman, Simon
Lobb, Cordelia
Lobb, William A.
Lockyer, Edward
Lovell, John
MacKay, George W.
Maisner, Simon
McNamee, Eileen
McNamee, Neal
Meanwell, Marian O.
Meek, Annie L.
Meo, Alfonso
Miles, Frank
Moor, Beile
Moor, Meier
Moore, Leonard C.
Morley, William
Moutal, Rahamin
Murdlin, Joseph
Nancarrow, W. H.
Niklasen, Sander
Nosworthy, Richard C.
Peacock, Alfred
Peacodc., Treasteall
Peacock, Treasteall (child)
Pearce, Ernest
Peduzzi, Joseph
Perkin, John Henry
Peterson, Marius
Potchett, George
Rath, Sarah
Reed, James George
Reynolds, Harold
Risien, Emma
Risien, Samuel
Robins, Alexander
Robins, Charity
Rogers, William John
Rouse, Richard H.
Rush, Alfred George J.
Sadowitz, Harry
Sage, John
Sage, Annie
Sage, Stella
Sage, George
Sage, Douglas
Sage, Frederick
Sage, Dorothy
Sage, William (child)
Sage, Ada (child)
Sage, Constance (child)
Sage, Thomas (child)
Sather, Sinon
Saundercock, W. H.
Sawyer, Frederick
Scrota, Maurice
Shellard, Frederick
Shorney, Charles
Simmons, John
Slocovski, Selman
Somerton, Francis W.
Spector, Woolf
Spinner, Henry
Stanley, Amy
Stanley, E. R. Mr.
Storey, T. Mr.
Sunderland, Victor
Sutehall, Henry
Theobald, Thomas
Thomas, Alex
Thorneycrolt, Florence
Thorneycroft, Percival
Tomlin, Ernest P.
Torber, Ernest
Trembisky, Berk
Tunquist, W.
Ware, Frederick
Warren, Charles W.
Webber, James
Wilkes, Ellen
Willey, Edward
Williams, Harry
Williams, Leslie
Windelov, Einar
Wiseman, Philip
Third Class Passengers - Non British/Southampton Embarkment (top)
Abelseth, Karen
Abelseth, Olaus
Abramson, August
Adahl, Mauritz
Adolf, Humblin
Ahlin, Johanna
Ahmed, Ali
Alhomaki, Ilmari
Ali, William
Anderson, Alfreda
Anderson, Erna
Anderson, Albert
Anderson, Anders
Anderson, Samuel
Anderson, Sigrid (child)
Anderson, Thor
Anderson, Carla
Anderson, Ingeborg (child)
Anderson, Ebba (child)
Anderson, Sigvard (child)
Anderson, Ellis
Anderson, Ida Augusta
Anderson, Paul Edvin
Angheloff, Minko
Asplund, Carl (child)
Asplund, Charles
Aspland, Felix (child)
Asplund, Gustaf (child)
Asplund, Johan
Asplund, Lillian (child)
Asplund, Oscar (child)
Asplund, Selma
Arnold, Joseph
Arnold, Josephine
Aronsson, Ernest Axel A.
Asim, Adola
Assam, Ali
Augustsan, Albert
Backstrom, Karl
Backstrom, Marie
Balkic, Cerin
Benson, John Viktor
Berglund. Ivar
Berkeland, Hans
Bjorklund, Ernst
Bostandyeff, Guentcho
Braf, Elin Ester
Brobek, Carl R.
Cacic, Grego
Cacic, Luka
Cacic, Maria
Cacic, Manda
Calie, Peter
Carlson, Carl R.
Carlsson, Julius
Carlsson, August Sigfrid
Coelho, Domingos Fernardeo
Coleff, Fotio
Coleff, Peyo
Cor, Bartol
Cor, Ivan
Cor, Ludovik
Dahl, Mauritz
Dahlberg, Gerda
Dakic, Branko
Danbom, Ernest
Danbom, Gillber (infant)
Danoff, Sigrid
Danoff, Yoto
Dantchoff, Khristo
Delalic, Regyo
Denkoff, Mito
Dimic, Jovan
Dintcheff, Valtcho
Dyker, Adoff
Dyker, Elizabeth
Ecimovic, Joso
Edwardsson, Gustaf
Eklunz, Hans
Ekstrom, Johan
Finote, Luigi
Fischer, Eberhard
Goldsmith, Nathan
Goncalves, Manoel E.
Gronnestad, Daniel D.
Gustafson, Alfred
Gustafson, Anders
Gustafson, Johan
Gustafsson, Gideon
Haas, Aloisia
Hadman, Oscar
Hagland, Ingvald O.
Hagland, Konrad R.
Hakkarainen, Pekko
Hakkarainen, Elin
Hampe, Leon
Hankonen, Eluna
Hansen, Claus
Hansen, Janny
Hansen, Henry Damgavd
Heininen, Wendla
Hendekevoic, Ignaz
Henriksson, Jenny
Hervonen, Helga
Hervonen, Hildwe (child)
Hickkinen, Laina
Hillstrom, Hilda
Holm, John F. A.
Holten, Johan
Humblin, Adolf
Ilieff, Ylio
Ilmakangas, Ida
Ilmakangas, Pista
Ivanoff, Konio
Jansen, Carl
Jardin, Jose Netto
Jensen, Carl
Jensen, Hans Peter
Jensen, Svenst L.
Jensen, Nilho R.
Johannessen, Bernt
Johannessen, Elias
Johansen, Nils
Johanson, Oscar
Johanson, Oscal L.
Johansson, Erik
Johansson, Gustaf
Johnson, Jakob A.
Johnson, Alice
Johnson, Harold
Johnson, Eleanora (infant)
Johnsson, Carl
Johnsson, Malkolm
Jonkoff, Lazor
Jonsson, Nielo H.
Jusila, Katrina
Jusila, Mari
Jusila, Erik
Jutel, Henrik Hansen
Kallio, Nikolai
Kalvig Johannes H.
Karajic, Milan
Karlson, Einar
Karlson, Nils August
Kekic, Tido
Kink, Anton
Kink, Louise
Kink, Louise (child)
Kink, Maria
Kink, Vincenz
Klasen, Klas A.Mona, Mae A.
Klasen, Hilda
Klasen, Gertrud (child)
Laitinen, Sofia
Laleff, Kristo
Landegren, Aurora
Larson, Viktor
Larsson, Bengt Edvin
Larsson, Edvard
Lefebre, Frances
Lefebre, Henry (child)
Lefebre, Ida (child)
Lefebre, Ida (child)
Lefebre,Mathilde (child)
Leinonen, Antti
Lindablom, August
Lindell, Edvard B.
Lindell, Elin
Lindahl, Agda
Lindqvist, Einar
Lulic, Nicola
Lundahl, John
Lundin, Olga
Lundstripm, Jan
Madsen, Fridjof
Maenpaa, Matti
Makinen, Kalle
Mampe, Leon
Marinko, Dmitri
Markoff, Marin
Melkebuk, Philemon
Messemacker, Guillaume
Messemacker, Emma
Midtsjo, Carl
Mikanen, John
Misseff, Ivan
Minkoff, Lazar
Mirko, Dika
Mitkoff, Mito
Moen, Sigurd H.
Moss, Albert
Mulder, Theo
Myhrman, Oliver
Naidenoff, Penko
Nankoff, Minko
Nedeco, Petroff
Nenkoff, Christo
Nieminen, Manta
Nilsson, August F.
Nilson, Berta
Nilson, Helmina
Nirva, Isak
Nyoven, Johan
Nyston, Anna
Odahl, Martin
Orman, Velin
Olsen, Arthur
Olsen, Carl
Olsen, Henry
Olsen, Ole M.
Olson, Elon
Olsson, John
Olsson, Elida
Oreskovic, Luka
Oreskovic, Maria
Oreskovic, Jeko
Osman, Mara
Pacruic, Mate
Pacruic, Tome
Panula, Eino
Panula, Ernesti
Panula, Juho
Panula, Maria
Panula, Sanni
Panula, Urhu (child)
Panula, William (infant)
Pasic, Jakob
Pentcho, Petroff
Paulsson, Alma C
Paulsson, Gosta (child)
Paulsson, Paul (child)
Paulsson, Stina(child)
Paulsson, Torborg (child)
Pavlovic, Stefo
Pekonemi, E.
Pelsmaker, Alfons de
Peltomaki, Nikolai
Person, Ernest
Peterson, Johan
Peterson, Ellen
Petranec, Matilda
Petterson, Olaf
Plotcharsky, Vasil
Radeff, Alexander
Rintamaki, Matti
Rosblom, Helene
Rosblom, Salfi (child)
Rosblom, Viktor
Rummstvedt, Kristian
Salander, Carl
Saljilsvik, Anna
Salonen, Werner
Sandman, Johan
Sandstrom, Agnes
Sandstrom, Beatrice (child)
Sandstrom, Margretha (child)
Sdycoff, Todor
Sheerlinck, Jean
Sihvola, Antti
Sivic, Husen
Sjoblom, Anna
Skoog, Anna
Skoog, Carl (child)
Skoog, Harald (child)
Skoog, Mabel (child)
Skoog, Margret (child)
Skoog, William
Slabenoff, Petco
Smiljanic, Mile
Sohole, Peter
Solvang, Lena Jacobsen
Sop, Jules
Staneff, Ivan
Stoytcho, Mihoff
Stoyehoff, Ilia
Strandberg, Ida
Stranden, Jules
Strilic, Ivan
Strom, Selma (child)
Svensen, Olaf
Svensson, Johan
Svensson, Coverin
Syntakoff, Stanko
Tikkanen, Juho
Todoroff, Lalio
Tonglin, Gunner
Turcin, Stefan
Turgo, Anna
Twekula, Hedwig
Uzelas, Jovo
Waelens, Achille
Van Impe, Catharine (child)
Van Impe, Jacob
Van Impe, Rosalie
Van der Planke, Augusta Vander
Van der Planke, Emilie Vander
Van der Planke, Jules Vander
Van der Planke, Leon Vander
Van der Steen, Leo
Van de Velde, Joseph
Van de Walle, Nestor
Vereruysse, Victor
Vook, Janko
Wende, Olof Edvin
Wennerstrom, August
Wenzel, Zinhart
Vestrom, Huld A. A.
Widegrin, Charles
Wiklund, Karl F.
Wiklund, Jacob A.
Wirz, Albert
Wittenrongel, Camille
Zievens, Renee
Zimmermann, Leo
Third Class Passengers - Non British/Cherbourg Embarkment (top)
Assaf, Marian
Attala, Malake
Baclini, Latila
Baclini, Maria
Baclini, Eugene
Baclini, Helene
Badt, Mohamed
Banoura, Ayout
Barbara, Catherine
Barbara, Saude
Betros, Tannous
Boulos, Hanna
Boulos, Sultani
Boulos, Nourelain
Boulos, Akar (child)
Banous, Elias
Caram, Joseph
Caram, Maria
Shabini, Georges
Chehab, Emir Farres
Chronopoulos, Apostolos
Cbronopoulos, Demetrios
Dibo, Elias
Drazenovie, Josip
Elias, Joseph
Elias, Joseph
Fabini, Leeni
Fat-ma, Mustmani
Gerios, Assaf
Gerios, Youssef
Gerios, Youssef
Gheorgheff, Stanio
Hanna, Mansour
Jean Nassr, Saade
Johann, Markim
Joseph, Mary
Karun, Franz
Karun, Anna (child)
Kassan, M. Housseing
Kassem, Fared
Kassein, Hassef
Kalil, Betros
Khalil, Zahie
Kraeff, Thodor
Lemberopoulos, Peter
Malinoff, Nicola
Meme, Hanna
Monbarek, Hanna
Moncarek, Omine
Moncarek, Gonios (child)
Moncarek, Halim (child)
Moussa, Mantoura
Naked, Said
Naked, Waika
Naked, Maria
Nasr, Mustafa
Nichan, Krikorian
Nicola, Jamila
Nicola, Elias (child)
Novel, Mansouer
Peter, Catherine Joseph
Peter, Mike
Peter, Anna
Rafoul, Baccos
Raibid, Razi
Saad, Amin
Saad, Khalil
Samaan, Hanna
Samaan, Elias
Samaan, Youssef
Sarkis, Mardirosian
Sarkis, Lahowd
Seman Betros (child)
Shedid, Daher
Sirayanian, Arsen
Sleiman, Attalla
Stankovic, Jovan
Tannous, Thomas
Tannous, Daler
Thomas, CharlesP
Thomas, Tamin
Thomas, Assad (infant)
Thomas, John
Tonfik, Nahli
Torfa, Assad
Useher,Baulner
Vagil, Adele Jane
Vartunian, Davit
Vassilios, Catavelas
Wazli, Yousif
Weller, Abi
Yalsevae, Ivan
Yazbeck, Antoni
Yazbeck, Salini
Youssef, Brahim
Youssef, Hanne
Youssef, Maria (child)
Youssef Georges (child)
Zabour. Tamini
Zabour, Hileni
Zakarian, Artin
Zakarian, Meguerdich
Third Class Passengers - Queenstown Embarkment (top)
Barry, Julia
Bourke, Catherine
Bourke, John
Bradley, Bridget
Buckley, Daniel
Buckley, Katherine
Burke, Jeremiak
Burke, Mary
Burns, Mary
Canavan, Mary
Carr, Ellen
Car, Jeannie
Chartens, David
Cannavan, Pat
Colbert, Patrick
Conlin, Thos. H.
Connaghton, Michel
Connors, Pat
Conolly, Kate
Conolly, Kate
Daly, Marcella
Daly, Eugene
Devanoy, Margaret
Dewan, Frank
Dooley, Patrick
Doyle, Elin
Driscoll, Bridget
Emmeth, Thomas
Farrell, James
Foley, Joseph
Foley, William
Flynn, James
Flynn, John
Fox, Patrick
Gallagher, Martin
Gilnegh, Katie
Glynn, Mary
Hagardon, Kate
Hagarty, Nora
Hart, Henry
Healy, Nora
Horgan, John
Hemming, Norah
Henery, Delia
Jenymin, Annie
Kelly, James
Kelly, Annie K.
Kelly, Mary
Kerane, Andy
Kennedy, John
Kilgannon, Thomas
Kiernan, John
Kiernan, Phillip
Lane, Patrick
Lemom, Denis
Lemon, Mary
Linehan, Michel
Madigan, Maggie
Mahon, Delia
Mannion, Margareth
Mangan, Mary
McCarthy, Katie
McCoy, Agnes
McCoy, Alice
McCoy, Bernard
McCormack, Thomas
McDermott, Delia
McElroy, Michel
McGovern, Mary
McGowan, Katherine
McGowan, Annie
McMahon, Martin
Mechan, John
Meeklave, Ellie
Moran, James
Moran, Bertha
Morgan, Daniel J.
Morrow, Thomas
Mullens, Katie
Mulvihill, Bertha
Murphy, Norah
Murphy, Mary
Murphy, Kate
Naughton, Hannah
Nemagh, Robert
O'Brien, Denis
O'Brien, Thomas
O'Brien, Hannah
O'Connell, Pat D.
O'Connor, Maurice
O'Connor, Pat
O'Donaghue, Bert
O'Dwyer, Nellie
O'Keefe, Pat
OLeary, Norah
O'Neill, Bridget
O'Sullivan, Bridget
Peters, Katie
Rice, Margaret
Rice, Albert (child)
Rice, George (child)
Rice, Eric (child)
Rice, Arthur (child)
Rice, Eugene (child)
Riordan, Hannah
Ryan, Patrick
Ryan, Edw.
Sadlier, Matt
Scanlan, James
Shaughnesay, Pat
Shine, Ellen
Smyth, Julian
Tobin, Roger
Scientists Say Tiny Flaw May Have Caused Titanic's Rapid Demise
Researchers Re-Create Construction of Luxury Liner, Discover Weak Link in Rivets
Oct. 30, 2006 — New research suggests the catastrophic sinking of one of the largest ships ever built was caused by a hidden flaw in its smallest piece as scientists further investigate the century-old mystery of the Titanic.
Scientists specializing in metallurgy say they've concluded the Titanic's fatal flaw was in its rivets.
"I think we can honestly say that this is probably the most comprehensive study that's ever been done that addresses the sinking theory," said Jennifer Hooper McCarty, a forensic metallurgist. "We're the only people that have ever looked at Titanic rivets."
Any school kid can tell you it was an iceberg that sank the Titanic, but what's baffled historians for nearly a century is why it sank so fast.
McCarty joined Tim Foecke of the National Institute of Standards and Technology for the project to determine what happened when the ship went down in April 1912. Foecke's work in forensic metallurgy includes an investigation of how the World Trade Center collapsed, in a project that looked at the breakdown of metal beams under intense heat.
He put those tools to work on the Titanic after a 10-year investigation of historical documents and wreckage from the ocean floor kept turning up one key problem: The Titanic's rivets, which were used to keep the ship's hull together, seemed to have simply "popped" without even stretching first.
"When they're missing a head, you know they are not acting the way they're supposed to," McCarty said.
While most of the ship's 3 million rivets were made of steel, those used in the bow, the point of impact, were made of wrought iron. Here's where their investigation turns from historical to cutting edge — call it CSI: Titanic. Under a powerful microscope, they discovered those iron rivets that were recovered from the wreckage shared a big problem — they were riddled with weak points from substandard material.
"We had 48 actual Titanic rivets that I first examined under a microscope, and I took very small pictures of the inside and I looked at the structure," McCarty said. "From a scientific standpoint, they were flawed, because of the way they were made."
Re-Creating the Historic Sinking
To prove their theory, they made replicas of the Titanic's rivets built with the very same materials — even forged by blacksmiths in the same part of England.
The rivets were put to the test by simulating the amount of pressure the Titanic's hull would have been under after the collision. "These rivets should have been able to hold between 16,000 and 20,000 pounds of load," Foecke said. "What we found when we ran the tests of our simulated material is that it only held 9,000 pounds."
As the rivets snapped one at a time, the scientists believe, the Titanic's hull opened up like a zipper, flooding what was supposed to be an unsinkable ship far quicker than would be expected.
If not for this fatal flaw, the scientists suggest the Titanic would have stayed afloat much longer and possibly long enough for much of the crew to be rescued. McCarty and Foecke are publishing their research in a book and believe their conclusions have historical importance.
"We think this is the best forensic analysis that can be done short of completely excavating the ship, which is obviously not going to happen, but all of the evidence we've been able to pull together … plus what we've been able to get out of the three expeditions that we've been involved with, seems to point to this as a reason why she sank as quickly as she did," Foecke said.
Like many disasters involving a catastrophic failure of a ship or structure, Foecke said it's the small things that get you in trouble — the weakest links.
Passengers
On the Titanic's maiden voyage, passengers considered the most prominent people in the world, were on board in first class. These included millionaire John Jacob Astor IV and his pregnant wife Madeleine; industrialist Benjamin Guggenheim; Macy's department store owner Isidor Straus and his wife Ida; Denver millionaire Margaret "Molly" Brown; Sir Cosmo Duff Gordon and his wife, couturiere Lady Duff-Gordon; streetcar magnate George Dunton Widener, his wife Eleanor and their 27-year-old son, Harry Elkins Widener; Pennsylvania Railroad executive John Borland Thayer, his wife Marion and their seventeen-year-old son, Jack; journalist William Thomas Stead; Charles Hays, president of Canada's Grand Trunk Railway, with his wife, a daughter, her husband, and two employees; the Countess of Rothes; United States presidential aide Archibald Butt; author and socialite Helen Churchill Candee; author Jacques Futrelle, his wife May, and their friends, Broadway producers Henry and Rene Harris; writer and painter Francis Davis Millet; pioneer aviation entrepreneur Pierre Maréchal Sr.[3]; and silent film actress Dorothy Gibson. Also in first class were White Star Line's Managing Director J. Bruce Ismay (who survived the sinking) and, from the ship's builders, Thomas Andrews, who was on board to observe any problems and assess the general performance of the new ship.
Among the second-class passengers was Lawrence Beesley, a journalist who wrote one of the finest first-hand accounts of the voyage and the sinking. He left the ship on Lifeboat #13. Also in second class was Michel Navratil, a Frenchman kidnapping his two sons, Michel Jr. and Edmond and taking them to America.
Both J.P. Morgan and Milton Hershey[4] had plans to travel on the Titanic but cancelled their reservations before the voyage.
sister ship Britannic
Nationality: British Owners: White Star Line Builders: Harland and Wolff yards in Belfast, Ireland Captain: Edward John Smith Port of Registry: Liverpool, England Laid Down: March 31, 1909 Launched: May 31, 1911 Christened: Not christened Maiden Voyage: April 10, 1912 Fate: Hit an iceberg at 11:40 PM on April 14, 1912. Sank on April 15, 1912, at 2:20 a.m.; wreck discovered in 1985 by Robert Ballard.
Gross Tonnage: 46,328 GRT Displacement: 66,000 Long Tons Length: 882 ft. 9 in. (269 m) Beam: 92 ft. 6 in. (28 m) Draught: 34 ft. 7 in. (10.5 m) Power: 24 double-ended and 5 single-ended Scotch boilers at 215 psi. Two four cylinder triple-expansion reciprocating engines each producing 16,000 hp (12 MW) for outer two propellers. One low-pressure (about 7 psi absolute) steam turbine producing 18,000 hp (13.5 MW) for the center propeller. Total 50,000 hp (37 MW) Propulsion: Two bronze triple-blade side propellers. One bronze quadruple-blade central propeller. Speed: 23 knots (42.5 km/h) (26.4 mph)
Number of Passengers (Maiden Voyage): 1912 - Total 2,008
First Class:329 Second Class:285 Third Class:710 Crew:899
12:45 AM - First lifeboat lowered
The first lifeboat launched, boat 7, was lowered shortly after 12:45 a.m. on the starboard side with only 28 people on board out of a maximum capacity of 65. The Titanic carried 20 lifeboats with a total capacity of 1,178 persons for the ship's total complement of passengers and crew of 2,223. Sixteen lifeboats, indicated by number, were in the davits; and four canvas-sided collapsibles, indicated by letter, stowed on the roof of the officers' quarters or on the forward Boat Deck to be launched in empty davits. With only enough space for a little more than half the passengers and crew, the Titanic carried more boats than required by the British Board of Trade. At the time, the number of lifeboats required was determined by a ship's gross tonnage, rather than its human capacity. The regulations concerning lifeboat capacity had last been updated in 1894, when the largest ships afloat measured approximately 10,000 gross tons, compared to the Titanic's 46,328 tons.
First and second-class passengers had easy access to the lifeboats with staircases that led right up to the boat deck, but third-class passengers found it much harder. Many found the corridors leading from the lower sections of the ship difficult to navigate and had trouble making their way up to the lifeboats. Some gates separating the third-class section of the ship from the other areas, like the one leading from the aft well deck to the second-class section, are known to have been locked. While the majority of first and second-class women and children survived the sinking, more third-class women and children were lost than saved. The locked 3rd class gates were the result of miscommunication between the boat deck and F-G decks. Lifeboats were supposed to be lowered with women and children from the boat deck and then subsequently to pick up F-G deck women and children from open gangways. Unfortunately, with no boat drill or training for the seamen, the boats were simply lowered into the water without stopping.
The Titanic reported its position as 41°46′N 50°14′W. The wreck was found at 41°43′N 49°56′W.Wireless operators Jack Phillips and Harold Bride were busy sending out distress signals. The message was "SOS-MGY, sinking, need immediate assistance." Several ships responded, including the Mount Temple, Frankfurt and theTitanic's sister ship, Olympic, but none were close enough to make it in time. The Olympic was over 500 nautical miles away. The closest ship to respond was the Cunard Line's RMS Carpathia, and at 58 nautical miles (107 km) away it would arrive in about four hours, still too late to get to the Titanic in time. Two land–based locations received the distress call from the Titanic. One was the wireless station at Cape Race, Newfoundland, and the other was a Marconi telegraph station on top of the Wanamaker's department store in New York City. Shortly after the distress signal was sent, a radio drama ensued as the signals were transmitted from ship to ship, through Halifax to New York, throughout the country. People began to show up at White Star Line offices in New York almost immediately.
From the bridge, the lights of a ship could be seen off the starboard side approximately 10-15 miles away. Since it was not responding to wireless, nor to the distress rockets being launched every 15 minutes or so, Fourth Officer Boxhall and Quartermaster Rowe attempted signaling the ship with a Morse lamp, but the ship never appeared to respond. The SS Californian was nearby but had stopped for the night because of ice, and its wireless was turned off because the wireless operator had gone to bed for the night. The Titanic's wireless set had broken down earlier that day and Phillips and Bride had spent most of the day fixing it. As a result, they were extremely backlogged in their sending of messages. Finally, with the set fixed and a strong signal available from the Halifax station, Phillips was getting some work done. Just before he went to bed at around 11:00 p.m. the Californian's radio operator Cyril Evans attempted to warn the Titanic that there was a large field of ice ahead, but he was cut off by an exhausted Jack Phillips, who sent back, "Shut up, shut up! I am busy, I am working Cape Race." Two officers, 2nd Officer Stone and Apprentice Gibson on the Californian noticed a ship approaching at around 11:00pm, noticed her stop and then about an hour later noticed her beginning to send up rockets. They informed Captain Stanley Lord. The rockets the Titanic sent up had the color of distress rockets for the White Star Line, but because of a lack of uniformity in Naval regulations at that time, Captain Lord was confused, he did not know they were distress rockets. He said "Keep watching it" and he went back to sleep. Even though there was much discussion about the mysterious ship, which the officers on duty thought to be moving away before disappearing, the crew of the Californian did not wake its wireless operator until morning.
2:00 AM - Waterline reaches forward boat deck
At first, passengers were reluctant to leave the warm, well lit and ostensibly safe Titanic, which showed no outward signs of being in imminent danger, and board small, unlit, open lifeboats. This was one of the reasons most of the boats were launched partially empty: it was perhaps hoped that many people would jump into the water and swim to the boats. Also important was an uncertainty regarding the boats' structural integrity; it was feared that the boats might break if they were fully loaded before being set in the water. Captain Smith ordered the lifeboats be lowered half empty in the hope the boats would come back to save people in the water, and some boats were given orders to do just that. One boat, boat number one, meant to hold 40 people, left the Titanic with only 12 people on board. It was rumored that Lord and Lady Duff Gorden bribed 7 crew members to take them and their 3 companions off the ship. Bruce Ismay, managing director of the White Star Line, left on Collapsible Boat C and was criticised by both the American and British Inquiries for not going down with the ship.
As the ship's tilt became more apparent, people started to become nervous, and some lifeboats began leaving fully loaded. "Women and children first" remained the imperative (see origin of phrase) for loading the boats. (Despite this slogan, in reality a higher proportion of First-Class men survived than Third-class women and children, according to the Lloyd's of London report.)
Shortly after 2:00 a.m. the waterline reached the bridge and forward boat deck, and all the lifeboats, save for the awkwardly located Collapsibles A and B, had been lowered. Collapsible D, with 44 of its 47 seats filled, was the last lifeboat to be lowered from the davits. The total number of vacancies was close to 475.
[edit] 2:10 AM - Stern rises out of water
Around 2:10 a.m., the stern rose out of the water, exposing the propellers, and the forward boat deck was flooding. It was also around this time that Captain Smith released wireless operators Harold Bride and Jack Phillips from their duties. Bride escaped on one of the collapsible lifeboats, but Phillips neglected to quit his duties. The last two lifeboats floated right off the deck as the ocean reached them: collapsible lifeboat B upside down, and collapsible lifeboat A half-filled with water. Shortly afterwards the first funnel fell forward, crushing part of the bridge and many of those struggling in the water. On deck, people scrambled towards the stern or jumped overboard in hopes of reaching a lifeboat. The ship's stern continued to slowly rise into the air, reaching about 30 degrees to the sealine at its maximum. As it rose, everything not secured crashed towards the bow. The electrical system finally failed and the lights, which had until now burned brightly, went out. The Titanic's second funnel broke off and fell into the water, and the Titanic herself tore apart.
International Ice Patrol
The disaster also led to the convening of the first International Convention for the Safety of Life at Sea in London, on November 12, 1913. On January 30, 1914, a treaty was signed by the conference and resulted in the formation and international funding of the International Ice Patrol, an agency of the United States Coast Guard that to the present day monitors and reports on the location of North Atlantic Ocean icebergs that could pose a threat to transatlantic sea lane traffic. It was also agreed in the new regulations that all passenger vessels would have sufficient lifeboats for everyone on board, that appropriate safety drills would be conducted, and that radio communications would be operated 24 hours a day along with a secondary power supply, so as not to miss distress calls. In addition, it was agreed that the firing of red rockets from a ship must be interpreted as a distress signal. This treaty was scheduled to go into effect July 1, 1915, but was upstaged by World War I.
Legends, myths, and controversy
Lifeboats
No single aspect regarding the huge loss of life from the Titanic disaster has provoked more outrage than the fact that the ship did not carry enough lifeboats for all her passengers and crew. This is partially due to the fact that an outdated trade law required a minimum of 16 lifeboats for ships of the Titanic's size—meaning that the ship was legally required to carry only enough lifeboats for less than half of its capacity. Actually, the White Star Line exceeded the regulations by including four more collapsible lifeboats—making room for slightly more than half the capacity.
In the busy North Atlantic sea lanes it was expected that in the event of a serious accident to a ship, help from other vessels would be quickly obtained, and that the lifeboats would be used to ferry passengers and crew from the stricken vessel to its rescuers. Full provision of lifeboats was not considered necessary for this.
It was anticipated during the design of the ship that the British Board of Trade might require an increase in the number of lifeboats at some future date. Therefore lifeboat davits capable of handling up to four boats per pair of davits were designed and installed, to give a total potential capacity of 64 boats[8]. The additional boats were never fitted. It is often alleged that J. Bruce Ismay, the President of White Star, vetoed the installation of these additional boats to maximise the passenger promenade area on the boat deck. Harold Sanderson, Vice President of International Merchantile Marine refuted this allegation during the British Inquiry.[9]
The lack of lifeboats was not the only cause of the tragic loss of lives. After the collision with the iceberg, one hour was taken to evaluate the damage, recognize what was going to happen, inform first class passengers, and lower the first lifeboat. Afterward, the crew worked quite efficiently, taking a total of 80 minutes to lower all 16 lifeboats. Since the crew was divided into two teams, one on each side of the ship, an average of 10 minutes of work was necessary for a team to fill a lifeboat with passengers and lower it. Only 10 minutes after the last lifeboat was lowered, the stern rose out of water, suggesting that it would not have been possible to lower any more lifeboats, if any were remaining.
Yet another factor in the high death toll that related to the lifeboats was the reluctance of the passengers to board them. They were, after all, on a ship deemed to be unsinkable. Because of this, some lifeboats were launched with far less than capacity, the most notable being Lifeboat 1, with a capacity of 40, launched with only twelve people aboard, with only two women and no children.
Use of SOS
The sinking of the Titanic was not the first time the internationally recognized Morse code distress signal "SOS" was used. The SOS signal was first proposed at the International Conference on Wireless Communication at Sea in Berlin in 1906. It was ratified by the international community in 1908 and had been in widespread use since then. The SOS signal was, however, rarely used by British wireless operators, who preferred the older CQD code. First Wireless Operator Jack Phillips began transmitting CQD until Second Wireless Operator Harold Bride suggested, half-jokingly, "Send SOS; it's the new call, and this may be your last chance to send it." Phillips, who perished in the disaster, then began to intersperse SOS with the traditional CQD call.
Titanic's rudder and turning ability
The memorial to the Titanic's engineers in Southampton.Although the Titanic's rudder was not legally too small for a ship its size, the rudder's design was hardly state-of-the-art. According to researchers with the Titanic Historical Society: [The] "Titanic's long, thin rudder was a copy of a 19th-century steel sailing ship. Compared with the rudder design of the Cunard's Mauretania or Lusitania, the Titanic's was a fraction of the size. Apparently no account was made for advances in scale, and little thought given to how a ship 882½ feet (269 m) in length might turn in an emergency, or avoid a collision with an iceberg. This was the Titanic's Achilles' heel.[10]
Perhaps more fatal to the Titanic was her triple-screw engine configuration, which had reciprocating steam engines driving its wing propellers, and a steam turbine driving its center propeller. The reciprocating engines were reversible, while the turbine was not. When First Officer Murdoch gave the order to reverse engines to avoid the iceberg, he inadvertently handicapped the turning ability of the ship. Since the centre turbine could not reverse during the "full speed astern" maneuver, it simply stopped turning. Furthermore, the centre propeller was positioned forward of the ship's rudder, diminishing the turning effectiveness of the rudder.
Had Murdoch reversed the port engine, and reduced speed while maintaining the forward motion of the other two propellers (as recommended in the training procedures for this type of ship), experts theorize that the Titanic might have been able to navigate around the berg without a collision. However, given the closing distance between the ship and the berg at the time the bridge was notified, this might not have been possible.
Additionally, Titanic experts have hypothesized that if the Titanic had not altered its course at all and had run head-on into the iceberg, the damage would only have affected the first or, at most, the first two compartments. However, other experts have argued that this might also have doomed the ship, since a direct head-on collision with an iceberg would have stopped the ship as abruptly and as violently, possibly compromising its structural integrity and causing the large, heavy boilers to dislodge and crush through the ship's bottom hull.
Titanic's band
One of the most famous stories of the Titanic is of the band. On 15 April, the Titanic's eight-member band, led by Wallace Hartley, had assembled in the first-class lounge in an effort to keep passengers calm and upbeat. Later they would move on to the forward half of the boat deck. The band continued playing music even when it became apparent the ship was going to sink.
A memorial in Southampton to the Titanic's musiciansNone of the band members survived the sinking, and there has been much speculation about what their last song was. Some witnesses said the final song played was the hymn "Nearer, my God, to Thee." However, there are three versions of this song in existence and no one really knows which version, if any, was played. Hartley reportedly said to a friend if he was on a sinking ship "Nearer, My God, to Thee" would be one of the songs he would play. Walter Lord's book A Night to Remember popularised wireless operator Harold Bride’s account that he heard the song "Autumn" before the ship sank. It is considered Bride either meant the hymn called "Autumn" or "Songe d'Automne," a popular ragtime song of the time. Others claimed they heard "Roll out the Barrel."
Hartley's body was one of those recovered and identified. Considered a hero, his funeral in England was attended by thousands.
David Sarnoff
An often-quoted story that has been blurred between fact and fiction states that the first person to receive news of the sinking was David Sarnoff, who would later found media giant RCA. Sarnoff was not the first to hear the news (though Sarnoff willingly promoted this notion), but he and others did man the Marconi wireless station atop the Wanamaker Department Store in New York City, and for three days relayed news of the disaster and names of survivors to people waiting outside.[11]
[edit] Faults in construction
Though this topic is seldom discussed, there is some speculation on whether or not the Titanic was constructed by methods considered sufficiently robust by the standards of the day. Rumored faults in the construction included problems with the safety doors and missing or detached bolts in the ship's hull plating. Some people say that this was a major contributing factor to the sinking and that the iceberg, in part with the missing bolts and screws, eventually led to the demise of the Titanic. Many believe that if the watertight bulkheads had completely sealed the ship's compartments (they only went 10 ft above the waterline), the ship would have stayed afloat.
However, it should be noted that the Titanic's hull was held together by rivets, which are intended to be a permanent way of attaching metal items together, whereas bolts can be removed and would require periodic tightening unless the nut and bolt are welded after being screwed together. Welding technology in 1912 was in its infancy, so this was not done. While issues with the Titanic's rivets have been identified from samples salvaged from the wreck site, many ships of the era would have been constructed with similar methods and did not sink after becoming involved in collisions. There was a claim that the rivets of the Titanic had not been properly tempered, leaving them brittle and sensitive to fracture in the infamous collision.
While sealing off the watertight bulkheads with watertight decks would have increased the survivability of a vessel such as the Titanic, they would have by no means ensured the survival of a ship with as much underwater damage as the Titanic sustained in her collision with the iceberg: it was a big iceberg. Even if the compartments themselves had remained completely watertight, the weight of the water would still have pulled the bow of the ship down to the point where decks above the watertight deck would have been below the waterline. The ship would then have flooded via the portholes and sunk anyway. It should also be noted that watertight decks would have hampered access to the lower sections of the ship and would have required watertight hatches, all of which would have had to have been properly sealed to maintain the barrier between the incoming water and the rest of the ship. As the increased survivability such watertight decks would have offered is questionable, they are generally considered to this day to be impractical in merchant vessels (though some military vessels, which are exposed to much greater risk of flooding by virtue of being targets for enemy mines and torpedoes, do feature such decks).
It should also be noted that the Olympic, built to almost identical specifications by the same builders as the Titanic, was involved with several collisions during the course of her operational lifetime, one of which occurred before the Titanic sank; and the Olympic's hull was modified to protect her from flooding in a fashion similar to her ill-fated sister's. None of these collisions threatened to sink the ship, suggesting that the Olympic-class liners were built to be sufficiently tough and did not suffer from slipshod construction.
[edit] Parochial headline
There is a persistent urban legend in Scotland that the Aberdeen Press and Journal, a paper notorious for its parochial coverage, reported the sinking of the Titanic with the headline "Aberdeen Man Drowned" (or something similar). This is untrue
