History Of RMS Titanic
- The RMS Titanic, a British Olympic-class ocean liner, became famous as the largest ocean liner built in her day and also for sinking on her maiden voyage in 1912 with a huge loss of life. The second of a trio of superliners, the Titanic and her sisters were designed to provide a three-ship weekly express service and to dominate the transatlantic travel business for the White Star Line. The Titanic, and her sister ship the Olympic were introduced to the world in a New York Times article on April 23, 1908, almost four years before the sinking.
Built at the Harland and Wolff shipyard in Belfast, Ireland, the Titanic was the largest passenger steamship in the world at the time of her sinking. During the Titanic‘s maiden voyage (from Southampton, England to Cherbourg, France, then on to Queenstown (Cobh), Ireland and finally New York City), she struck an iceberg at 23:40 (ship’s time) on Sunday April 14, 1912, sinking two hours and forty minutes later at 02:20 on Monday April 15, having broken into two pieces at the aft expansion joint.
The White Star line designed Titanic to compete with rival company Cunard Line’s Lusitania and Mauretania, luxurious ships and the fastest liners on the Atlantic. Titanic and her Olympic -class sisters, Olympic and the then upcoming Gigantic, were intended to be the largest, most luxurious ships ever to operate (the planned name Gigantic was changed to Britannic after the disaster). Titanic was designed by Harland and Wolff chairman William Pirrie, head of Harland and Wolff’s design department Thomas Andrews, and general manager Alexander Carlisle, with the plans regularly sent to the White Star Line’s managing director J. Bruce Ismay for suggestions and approval. Construction of the Titanic, funded by the American J.P. Morgan and his International Mercantile Marine Co., began on March 31, 1909. Titanic No. 401 was launched two years and two months later on May 31, 1911. Titanic’s outfitting was completed on March 31 the following year.
Titanic was 882 feet 9 inches (269 m) long and 92 feet 6 inches (28 m) at the beam. She had a Gross Register Tonnage of 46,328 tons, and a height from the water line to the boat deck of 60 feet (18 m). Her three propellers were driven by two four-cylinder, triple-expansion, inverted reciprocating steam engines and one low-pressure Parsons turbine. Steam was provided by 25 double-ended and 4 single-ended Scotch-type boilers fired by 159 coal burning furnaces that made possible a top speed of 23 knots (43 km/h). Only three of the four 63 foot (19 m) tall funnels were functional; the fourth, which served only as a vent, was added to make the ship look more impressive. Titanic could carry a total of 3,547 passengers and crew and, because she carried mail, her name was given the prefix RMS (Royal Mail Steamer) as well as SS (Steam Ship).
Contemporaries considered the Titanic the pinnacle of naval architecture and technological achievement, and she was thought by The Shipbuilder magazine to be “practically unsinkable.” Titanic had a double-bottom hull, containing 44 tanks for boiler water and ballast to keep the ship safely balanced at sea (later ships also had a double-walled hull). Titanic exceeded the lifeboat standard, with 20 lifeboats (though not enough for all passengers). Titanic was divided into 15 compartments. Dividing doors were held up in the open position by electro-magnetic latches that could be closed by a switch on the ship’s bridge and by a float system installed on the door itself.
In her time, Titanic surpassed all rivals in luxury and opulence. She offered an onboard swimming pool, a gymnasium, a Turkish bath, libraries for each passenger class, and a squash court. First-class common rooms were adorned with elaborate wood panelling, expensive furniture and other decorations. In addition, the Café Parisien offered superb cuisine for the first-class passengers, with a sunlit veranda fitted with trellis decorations.
The ship incorporated technologically advanced features for the period. She had an extensive electrical subsystem with steam-powered generators and ship-wide electrical wiring feeding electric lights. She also boasted two wireless Marconi sets, including a powerful 1,500-watt radio manned by operators who worked in shifts, allowing constant contact and the transmission of many passenger messages.
Comparisons with the Olympic
The Titanic closely resembled her older sister Olympic but there were a few differences. Two of the most noticeable were that half of the Titanic’s forward promenade A-Deck (below the lifeboat deck) was enclosed against outside weather, and her B-Deck configuration was completely different from the Olympic’s. The Titanic had a speciality restaurant called Café Parisien, a feature that the Olympic did not have until 1913. Some of the flaws found on the Olympic, such as the creaking of the aft expansion joint, were corrected on the Titanic. The skid lights that provided natural illumination on A-deck were round, while on Olympic they were oval. The Titanic’s wheelhouse was made narrower and longer than the Olympic’s.These, and other modifications, made the Titanic 1,004 gross tons larger than the Olympic.
Passengers and crew
The first-class passengers for Titanic’s maiden voyage included some of the richest and most prominent people in the world. They 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 17-year-old son, Jack; journalist William Thomas Stead; Charles Hays, president of Canada’s Grand Trunk Railway, with his wife, daughter, her husband, and two employees; the Countess of Rothes; United States presidential aide Major Archibald Butt; author and socialite Helen Churchill Candee; author Jacques Futrelle, and their friends, Broadway producers Henry and Rene Harris; writer and painter Francis Davis Millet; pioneer aviation entrepreneur Pierre Maréchal Sr.; American silent film actress Dorothy Gibson, 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.
Second-class passengers included Lawrence Beesley, a journalist who wrote one of the first-hand accounts of the voyage and the sinking. Father Thomas R.D. Byles, a Catholic priest, was on his way to America to officiate at his younger brother’s wedding. Michel Navratil, a Frenchman, was kidnapping his two sons, Michel Jr. and Edmond, and taking them to America. Sylvia Mae Caldwell, who later married the founder of State Farm Insurance George J. Mecherle, was travelling with her first husband, Albert, and their young son, Alden, to Roseville, Illinois.
Both J. P. Morgan and Milton S. Hershey had plans to travel on the Titanic but canceled their reservations before the voyage.
In 2007, scientists using DNA identified the body of an unknown child recovered shortly after the incident as Sidney Leslie Goodwin, a 19-month-old boy from England. Goodwin, along with his parents and five siblings, boarded in Southampton, England, as third-class passengers.
For 70 years after the disaster, it was widely believed that the Titanic had sunk intact. Although there were several passengers who insisted that the ship had broken in two as it sank (including Jack Thayer, who even had another passenger draw a set of sketches depicting the sinking for him), the inquiries believed the statements of the ship’s officers and first-class passengers that it had sunk in one piece.
In 1985, when the wreck was discovered by Jean-Louis Michel of IFREMER, Robert Ballard and his crew, they found that the ship broke in two as it sank. It was theorised that as the Titanic sank, the stern rose out of the water. It supposedly rose so high that the unsupported weight caused the ship to break into two pieces, the split starting at the upper deck. This became the commonly accepted theory.
In 2005, new evidence suggested that in addition to the expected side damage, the ship also had sustained damage to the bottom of the hull (keel). This new evidence seemed to support a less popular theory that the crack that split the Titanic in two started at the keel plates. This proposition is supported by Jack Thayer’s sketches.
The sinking of the RMS Titanic was a factor that influenced later maritime practices, ship design, and the seafaring culture. Changes included the establishment of the International Ice Patrol, a requirement for 24-hour radio watchkeeping on foreign-going passenger ships, and new regulations related to lifeboats.
International Ice Patrol
The Titanic disaster led to the convening of the first International Convention for the Safety of Life at Sea (SOLAS) in London, on November 12, 1913. On January 30, 1914, a treaty was signed by the conference that 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 on passenger ships 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 (red rockets launched from the Titanic prior to sinking were mistaken by nearby vessels as celebratory fireworks, delaying rescue). This treaty was scheduled to go into effect on July 1, 1915 but was upstaged by World War I.
Ship design changes
The sinking of Titanic changed the way passenger ships were designed. Many existing ships, such as the Olympic, were refitted for increased safety. Besides increasing the number of lifeboats on board, improvements included reinforcing the hull and increasing the height of the watertight bulkheads. The bulkheads on Titanic extended 10 feet (3 m) above the waterline; after Titanic sank, the bulkheads on other ships were extended higher to make compartments fully watertight. While Titanic had a double bottom, she did not have a double hull; after her sinking, new ships were designed with double hulls; also, the double bottoms of other ships (including the Olympic) were extended up the sides of their hulls, above their waterlines, to give them double hulls.
The conclusion of the British Inquiry into the sinking was “that the loss of the said ship was due to collision with an iceberg, brought about by the excessive speed at which the ship was being navigated.” At the time of the collision, it is thought that the Titanic was at her normal cruising speed of about 22 knots, which was less than her top speed of around 24 knots. It was then common (but not universal) practice to maintain normal speed in areas where icebergs were expected. It was assumed that any iceberg large enough to damage the ship would be seen in sufficient time to be avoided. After the sinking, the British Board of Trade introduced regulations instructing vessels to moderate their speed if they were expecting to encounter icebergs. It is often alleged that J. Bruce Ismay instructed or encouraged Captain Edward Smith to increase speed in order to make an early landfall, and is a common feature in popular representations of the disaster. As there is no evidence for this having happened, many disputed the claim.
The Titanic did not carry sufficient lifeboats for all of her passengers and crew. The law at that time stipulated that a minimum of 16 lifeboats and enough places for 962 occupants were required for a ship that weighed more than 10,000 tons. This law was issued in 1894, when the largest emigrant steamer was the Lucania, of 12,952 tons. It had not been updated for 18 years, and ships had increased rapidly in size. Thus, the Titanic was only legally required to carry enough lifeboats for 962 occupants (the ship had room for 3,547 passengers). The White Star Line exceeded the regulations by including four collapsible lifeboats, bringing total lifeboat capacity to 1,178.
In the busy North Atlantic sea lanes, it was expected that in the event of a serious accident, 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 her rescuers. Full provision of lifeboats was not considered necessary for this. During the design of the ship, it was anticipated that the British Board of Trade might require an increase in the number of lifeboats at some future date. Therefore, lifeboat davits capable of handling up to four boats per pair of davits were designed by Alexander Carlisle and installed to give a total potential capacity of 64 boats. The additional boats were never fitted. It is often alleged that J. Bruce Ismay, the president of White Star, vetoed the installation of these additional boats to maximise the passenger promenade area on the boat deck. Harold Sanderson, Vice President of International Mercantile Marine denied this allegation during the British Inquiry.
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, recognise what was going to happen, inform first-class passengers, and lower the first lifeboat. Afterwards, the crew worked quite efficiently, taking a total of 80 minutes to lower all 16 lifeboats. The crew was divided into two teams, one on each side of the ship, and an average of 10 minutes of work was necessary for a team to fill a lifeboat with passengers and lower it.
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 12 people aboard. Included in the first launched were lifeboats 6, 7, and 8, each of which were equipped to hold 65 but evacuated the ship with only 28 on board each boat.
The excessive number of casualties has also been blamed on the “women and children first” policy for places on the lifeboats. Although the lifeboats had a total capacity of 1,178 – enough for 53% of the 2,224 persons on board – the boats launched only had a capacity of 1,084, and, altogether only 712 people were actually saved – 32% of those originally on board. This is a result when the 1,084-person capacity of the lifeboats actually launched had sufficient room to include all of the 534 women and children on board, plus an additional 550 men (of which there were 1,690 on board). It has been suggested based on these figures that allowing one man on board for each woman or child from the start would not only have increased the number of women and children saved but also had the added benefit of saving more lives in total. As it was, the many desperate men had to be held off at gunpoint from boarding the lifeboats, adding to the chaos of the scene, and there were many more casualties – of women, children and men – than otherwise.
Use of SOS
The sinking of the Titanic was not the first time the internationally recognised 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 was to perish in the disaster, then began to intersperse SOS with the traditional CQD call.
Titanic‘s turning ability
The Titanic had triple-screw engine configuration, with reciprocating steam engines driving the wing propellers, and a steam turbine driving her centre propeller. The reciprocating engines were reversible, while the turbine was not. When 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” manoeuvre, 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 theorise 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 without some sort of impact.
Additionally, Titanic experts have hypothesised that if Titanic had not altered its course at all but reversed its engines and had run head-on into the iceberg, the damage would only have affected the first or, at most, the first two compartments. The liner SS Arizona had such a head-on collision with an iceberg in 1879 and, although badly damaged, managed to make it to St John’s, Newfoundland for repairs. Some dispute that Titanic would have survived such a collision, however, since Titanic’s speed was higher than Arizona’s, her hull much larger and mass much greater, and the violence of the collision could have compromised her structural integrity.
Faults in construction
Though the topic is seldom discussed, there is some speculation as to whether Titanic was constructed by methods considered sufficiently robust by the standards of the day. In the documentary series Seconds from Disaster, this was investigated further. Rumoured faults in the construction included problems with the safety doors and missing or detached bolts in the ship’s hull plating. This may have been 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 Titanic. Possibly, if the watertight bulkheads had completely sealed the ship’s compartments (they only went 3 m above the waterline), the ship would have stayed afloat.
However, 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 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.
Although sealing off the watertight bulkheads with watertight decks would have increased the survivability of a vessel such as Titanic, it would have by no means ensured the survival of a ship with as much underwater damage as 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 be properly sealed to maintain the barrier between the incoming water and the rest of the ship. As the increased survivability that 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).
Olympic, built to almost identical specifications by the same builders as Titanic, was involved in several collisions during the course of her operational lifetime, one of which occurred before Titanic sank; and 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.
Alternative theories and myths
As with many famous events, many alternative theories about the sinking of Titanic have appeared over the years. Theories that it was not an iceberg that sank the ship or that a curse caused the disaster have been popular reading in newspapers and books. Most of these theories have been debunked by Titanic experts, claiming that the evidence on which these theories were based was inaccurate or incomplete. Another theory is that the Titanic was sacrificed because, once construction had been completed, she was expected to be a potential perpetual financial loss. Supporters of this theory cite the claim that everyone concerned, the company and the officers aboard, had received iceberg warnings and yet the Titanic maintained a northern course instead of sailing to the south of the warning limit.
There is a minor school of thought that it was not Titanic that sank but Olympic. Conspiracy theorists cited evidence in favour, including the Hawke incident, which seriously damaged Olympic. This supposedly motivated management to scuttle Olympic/Titanic and file an insurance claim. The two ships were dry-docked at the same yard at the same time (making a switch possible), and cosmetic changes were made, presumably to make the two ships more similar. Primary evidence against lies in the surveys made by the British government of Olympic from shortly after the sinking of Titanic to shortly before Olympic’s scrapping which show artefacts of her 1911 collision damage. Titanic also possessed many design features Olympic did not, such as enlarged B-deck suites. Both vessels, additionally, were underinsured relative to their value and sinking either would cause a substantial loss, far greater than the operating costs of repairing Olympic, to say nothing of the lost revenue resulting from loss of confidence in the company after the loss at sea of their flagship.
A similar legend states that the Titanic was given hull number 390904 (which, when seen in a mirror or written using mirror writing, looks like “NO POPE”). This is a myth. Titanic’s yard number was 401; Olympic’s was 400. Another myth states that Titanic was carrying a cursed Egyptian mummy, often named Princess of Amen-Ra. The mummy, nicknamed Shipwrecker after changing hands several times and causing many terrible things to happen to each of its owners, exacts its final revenge by sinking the famous ship. There was no mummy on board, only a coffin lid. Another myth says that the bottle of champagne used in christening Titanic did not break on the first try, which in sea lore is said to be bad luck for a ship. In fact, Titanic was not christened on launching, as it was White Star Line’s custom not to do so.
The idea of finding the wreck of Titanic and even raising the ship from the ocean floor had been perpetuated since shortly after the ship sank. No attempts even to locate the ship were successful until September 1, 1985, when a joint French-American expedition, led by Jean-Louis Michel of IFREMER and Dr Robert Ballard of the Woods Hole Oceanographic Institution, sailing on the Research Vessel Knorr, discovered the wreck using the video camera sled Argo. It was found at a depth of 12,536 feet (3,821 m), south-east of Newfoundland at 41°43′32″N, 49°56′49″W, 13 nautical miles (24 km) from where Titanic was originally thought to rest.
The most notable discovery the team made was that the ship had broken in two, the stern section lying 1,970 feet (600 m) from the bow section and both facing in opposite directions. There had been conflicting witness accounts of whether the ship broke apart on the surface or not, and both the American and British inquiries found that the ship sank intact. Up until the discovery of the wreck, it was generally assumed the ship did not break apart. In 2005, a theory was presented that a portion of Titanic’s bottom broke off right before the ship broke in two. The theory was conceived after an expedition sponsored by The History Channel examined the three hull pieces.
The bow section had embedded itself more than 60 feet (18 m) into the silt on the ocean floor. Although parts of the hull had buckled, the bow was mostly intact, as the water inside had equalised with the increasing water pressure. The stern section was in much worse condition. As the stern section sank, water pushed out the air inside tearing apart the hull and decks. The speed at which the stern hit the ocean floor caused even more damage. Surrounding the wreck is a large debris field, with pieces of the ship (including a large amount of coal), furniture, dinnerware and personal items scattered over one square mile (2.6 km²). Softer materials, like wood and carpet, were devoured by undersea organisms, as were human remains.
Later exploration of the vessel’s lower decks, as chronicled in the book Ghosts of the Titanic by Charles Pellegrino, showed that much of the wood from Titanic’s staterooms was still intact. A new theory has been put forth that much of the wood from the upper decks was not devoured by undersea organisms but rather broke free of its fixings and floated away. This is supported by some eyewitness testimony from the survivors.
Ownership and litigation
Ballard and his crew did not bring up any artefacts from the wreck. Upon discovery in 1985, a legal debate began over ownership of the wreck and the valuable artefacts inside. On June 7, 1994, RMS Titanic Inc. was awarded ownership and salvaging rights of the wreck by the United States District Court for the Eastern District of Virginia. (See Admiralty law) RMS Titanic Inc., a subsidiary of Premier Exhibitions Inc., and its predecessors have conducted seven expeditions to the wreck between 1987 and 2004 and salvaged over 5,500 objects. The biggest single recovered artefact was a 17-ton section of the hull, recovered in 1998. Many of these artefacts are part of travelling museum exhibitions.
Beginning in 1987, a joint American-French expedition, which included the predecessor of RMS Titanic Inc., began salvage operations and, during 32 dives, recovered approximately 1,800 artefacts which were taken to France for conservation and restoration. In 1993, a French administrator in the Office of Maritime Affairs of the Ministry of Equipment, Transportation, and Tourism awarded RMS Titanic Inc’s predecessor title to the artefacts recovered in 1987.
In a motion filed on February 12, 2004 RMS Titanic Inc. requested that the District Court enter an order awarding it “title to all the artefacts (including portions of the hull) which are the subject of this action pursuant to the Law of Finds” or, in the alternative, a salvage award in the amount of $225 million. RMS Titanic Inc. excluded from its motion any claim for an award of title to the 1987 artefacts, but it did request that the district court declare that, based on the French administrative action, “the artefacts raised during the 1987 expedition are independently owned by RMST.” Following a hearing, the district court entered an order dated July 2, 2004, in which it refused to grant comity and recognize the 1993 decision of the French administrator, and rejected RMS Titanic Inc’s claim that it should be awarded title to the artefacts recovered since 1993 under the Maritime Law of Finds.
RMS Titanic Inc. appealed to the United States Court of Appeals. In its decision of January 31, 2006 the court recognised “explicitly the appropriateness of applying maritime salvage law to historic wrecks such as that of Titanic” and denied the application of the Maritime Law of Finds. The court also ruled that the district court lacked jurisdiction over the “1987 artefacts”, and therefore vacated that part of the court’s July 2, 2004 order. In other words, according to this decision, RMS Titanic Inc. has ownership title to the artefacts awarded in the French decision (valued $16.5 million earlier) and continues to be salvor-in-possession of Titanic wreck. The Court of Appeals remanded the case to the District Court to determine the salvage award ($225 million requested by RMS Titanic Inc.).
Condition of the wreck
Many scientists, including Robert Ballard, are concerned that visits by tourists in submersibles and the recovery of artefacts are hastening the decay of the wreck. Underwater microbes have been eating away atTitanic’s iron since the ship sank, but because of the extra damage visitors have caused, National Oceanic and Atmospheric Administration estimates that “the hull and structure of the ship may collapse to the ocean floor within the next 50 years.” Several scientists and conservationists have also complained about the removal of the crow’s nest on the mast by a French expedition.
Ballard’s book, Return to Titanic, published by the National Geographic Society, includes photographs showing the deterioration of the promenade deck and damage caused by submersibles landing on the ship. The mast has almost completely deteriorated, and repeated accusations were made that it had been stripped of its bell and brass light by salvagers. Ballard’s own original discovery images however, clearly showing that the bell was never actually on the mast – it was recovered from the sea floor. The French submersible Nautile allegedly is responsible for crashing into the crow’s nest and causing it to fall from the mast. Even the memorial plaque left by Ballard on his second trip to the wreck was alleged to have been removed; Ballard replaced the plaque in 2004. Recent expeditions, notably by James Cameron, have been diving on the wreck to learn more about the site and explore previously unexplored parts of the ship before Titanic decays completely.
The sinking of Titanic has been the basis for many novels describing fictionalised events on board the ship. Many reference books about the disaster have also been written since Titanic sank, the first of these appearing within months of the sinking. Several films and TV movies were produced, the first being In Nacht und Eis as early as 1912. The 1997 film Titanic, starring Leonardo DiCaprio and Kate Winslet was a critical and commercial hit, winning eleven Academy Awards and holding the record for the highest box office returns of all time.
There only one survivor of the Titanic still living although, she has actual no memories of the sinking.
Millvina Dean; 95 years old and lives in Southampton, England.
On Sept. 1, 1985, the wreck of the Titanic was found lying upright in two pieces on the ocean floor at a depth of about 4,000 m (about 13,000 feet). The ship, located at about 41° 46′ N 50° 14′ W, was subsequently explored several times by manned and unmanned submersibles under the direction of American and French scientists. The expeditions found no sign of the long gash previously thought to have been ripped in the ship’s hull by the iceberg. The scientists posited instead that the collision’s impact had produced a series of thin gashes as well as brittle fracturing and separation of seams in the adjacent hull plates, thus allowing water to flood in and sink the ship. In subsequent years marine salvagers raised small artifacts and even a 20-ton piece of the hull from the wreckage.