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Tag Archives: White Star Line


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RMS Carpathia Arrives in New York City with RMS Titanic Survivors

The RMS Carpathia, a Cunard Line transatlantic passenger steamship, arrives in New York City on April 18, 1912, with 705 survivors from the RMS Titanic, which sank in the North Atlantic three days earlier.

As she is making her way from New York to Fiume, Austria-Hungary (now Rijeka, Croatia), RMS Carpathia receives a distress call from the “unsinkable” RMS Titanic. RMS Carpathia’s captain, Arthur Rostron, later testifies that the distance to RMS Titanic was 58 nautical miles (67 miles) and was expected to take three and a half hours to reach the doomed liner as its top speed, which was about 14.5 knots.

However, braving dangerous ice fields of its own, Rostron orders extra stokers to feed coal and cut off heating and hot water elsewhere in order to supply the ship’s engines with as much steam as possible. These decisions help accelerate the ship to more than 17 knots and the RMS Carpathia arrives on the scene approximately one hour and 40 minutes after RMS Titanic went down. For the next four and a half hours, the ship rescues 705 survivors from RMS Titanic‘s lifeboats.

Slowed by storms and fog since early Tuesday, April 16, RMS Carpathia arrives in New York City on the cold and rainy evening of Thursday, April 18, escorted by the scout cruiser USS Chester. RMS Carpathia first bypasses Pier 54, its Cunard Line pier, and sails up the Hudson River to Pier 59, the berth for White Star Line and where RMS Titanic was supposed to have arrived. Having dropped off the empty lifeboats, RMS Carpathia then sails back toward Pier 54.

A tugboat filled with photographers follows the ship to the pier, and the flashlight of cameras lights up the ship in the night sky to reveal that the decks are crammed with passengers.

Tens of thousands of people gather around Pier 54 to meet them and receive the first physical confirmation of the maritime disaster. On the orders of Rostron, RMS Carpathia‘s passengers disembark first, believing the scene will become tumultuous as soon as RMS Titanic survivors first appear. That moment comes when a teary-eyed woman with makeshift clothes descends a gangway and stumbles away from the boat into the arms of an officer.

The RMS Carpathia is initially a transatlantic passenger ship that makes its maiden voyage in 1903. During World War I, she is used to transfer Canadian and American Expeditionary Forces to Europe.

On July 15, 1918, under the command of Captain William Prothero, RMS Carpathia is a part of a large convoy that is making its way from Liverpool to Boston. Two days later, carrying 57 passengers and 166 crew, she is torpedoed on the port side by a German U-boat off the southwest coast of Ireland.

A second strike follows, which penetrates the engine room, killing three firemen and two trimmers. Prothero gives the order to abandon ship and all passengers and the surviving crew members board the lifeboats.

A third torpedo strike hits the gunner’s rooms, resulting in a large explosion that dooms the ship. The U-boat starts approaching the lifeboats when the HMS Snowdrop arrives on the scene and drives away the submarine with gunfire before picking up survivors.

The wreck of the RMS Carpathia is only discovered in 2000 after an 80 year-long search for the missing ship.

(From: “On This Day: Carpathia arrives in New York with Titanic survivors” by Michael Dorgan, IrishCentral, http://www.irishcentral.com, April 15, 2022)


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Death of Charlotte Grace O’Brien, Philanthropist & Activist

Charlotte Grace O’Brien, author, philanthropist and an activist in nationalist causes and the protection of female emigrants, dies on June 3, 1909. She is known also as a plant collector.

Born on November 23, 1845 at Cahirmoyle, County Limerick, O’Brien is the younger daughter in a family of five sons and two daughters. Her father is William Smith O’Brien, the Irish nationalist and her mother is Lucy Caroline, eldest daughter of Joseph Gabbett, of High Park, County Limerick. On her father’s return in 1854 from the penal colony in Tasmania, she rejoins him in Brussels, and stays there until he comes back to Cahirmoyle in 1856. On her mother’s death in 1861, she moves with her father to Killiney, near Dublin, and is his constant companion until his death at Bangor, Gwynedd in 1864.

From 1864, O’Brien lives at Cahirmoyle with her brother Edward, caring for his motherless children until his remarriage in 1880. Having been hard of hearing since childhood, by 1879 she has become entirely deaf. She goes to live at Ardanoir near Foynes on the River Shannon, and spends time writing. She becomes a staunch supporter of Charles Stewart Parnell.

A bad harvest in Ireland in 1879, combined with Irish political turmoil, causes many Irish people to emigrate to the United States. In articles and letters to newspapers and reviews, O’Brien exposes the awful conditions that exist in the Queenstown (Cobh) lodging houses, on board the emigrant ships, and in the dock slums of New York City, where the Irish have to stay upon landing. A notable piece she writes is the Horrors of the Immigrant Ship which appears in The Pall Mall Gazette on May 6, 1881.

A visit to Queenstown, the port of embarkation, and a tour of the White Star Line‘s Germanic leads her to successfully lobby to get a Catholic priest aboard the emigrant ship to help ease the passage, at least spiritually. That achievement captures even more public attention by virtue of the fact that O’Brien herself is Protestant. Despite the limit of 1,000 passengers, she notes the steamer has carried as many as 1,775 at one time.

O’Brien presses the Board of Trade for greater vigilance, and in April 1882, founds a 105-bed boarding house at Queenstown for the reception and protection of girls on the point of emigrating. The O’Brien Emigrants Home at The Beach, Queenstown fails because it is boycotted by other boardinghouse keepers and local merchants, forcing her to order provisions from Cork.

O’Brien also daily visits three or four of the ships for which her lodgers are destined along with a medical officer. She makes passages herself to America, using the occasion to investigate shipboard conditions and lobby for the reform and enforcement of health and safety standards.

O’Brien finds little effort to provide food, drink or accommodation at the Castle Garden entry facility. She also finds that often the illiterate young women are being tricked into prostitution through spurious offers of employment. Additionally, she notes the high infant mortality rates in the tenements where the women live. She proposes to Archbishop John Ireland of Minnesota an information bureau at Castle Garden, a temporary shelter to provide accommodation for immigrants and a chapel. Archbishop Ireland agrees to raise the matter at the May 1883 meeting of the Irish Catholic Association which endorses the plan and votes to establish an information bureau at Castle Garden. Ireland also contacts Cardinal John McCloskey, Archbishop of New York, about providing a priest for immigrants arriving at Castle Garden.

The Mission opens on January 1, 1884 with Rev. John J. Riordan appointed as the first chaplain at Castle Garden. Immigrant girls needing accommodation are placed in local boarding houses until May 1 when a Home for Immigrant Girls is opened at 7 Broadway. In 1885, the James Watson House at 7 State Street is purchased from Isabella Wallace for the Mission of Our Lady of the Rosary for the Protection of Irish Immigrant Girls to serve as a way station for young immigrant women. Between 1884 and 1890, the Mission provides assistance to 25,000 Irish immigrant women.

In 1881–82, O’Brien embarks on a campaigning lecture tour in the United States. She encounters problems, however, particularly given her Protestant background and the need to enlist support from Catholic clergy. Poor health, and her profound deafness cause her to curtail her activities in America. When she returns to Ireland in 1883, she finds herself suspected of being a British agent whose Emigrant Boarding house and whose plans for an American home for Irish immigrant girls facilitate the government’s assisted emigrant scheme. Supposedly, this would be the scheme that helps landlords clear their estates of poor tenants. In fact, O’Brien opposes assisted emigration, but she continues to assist those who are sent to her.

O’Brien retires from active public work in 1886, moving to Ardanoir, Foynes, on the Shannon Estuary. She spends considerable time in Dublin, where she socialises with Douglas Hyde and the painter William Osbourne. She joins the Roman Catholic Church in 1887. She dies of heart failure on June 3, 1909 at Foynes, and is buried at Knockpatrick.


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RMS Titanic Strikes Iceberg in North Atlantic

titanic-strikes-icebergJust before midnight on April 14, 1912 in the North Atlantic, the RMS Titanic, the world’s largest ship, fails to divert its course from an iceberg, ruptures five compartments along its starboard side, and begins to sink. The liner, four days into her maiden voyage from Southampton to New York City, sinks at 2:20 AM on the morning of April 15, 1912.

RMS Titanic, the largest ship afloat at the time it enters service on April 2, 1912, is the second of three Olympic class ocean liners operated by the White Star Line, and is built by the Harland and Wolff shipyard in Belfast, Northern Ireland.

RMS Titanic‘s maiden voyage, commanded by 62-year-old Captain Edward John Smith, begins shortly after noon on April 10, 1912 when she leaves Southampton on the first leg of her journey to New York City. A few hours later she reaches Cherbourg, France, where she takes on passengers. Her next port of call is Queenstown (now Cobh) in Ireland, which she reaches around midday on April 11. After taking on more passengers and stores, RMS Titanic departs in the afternoon with an estimated 2,224 people on board.

RMS Titanic receives six warnings of sea ice on April 14 but is traveling near her maximum speed when her lookouts sight the iceberg. Unable to turn quickly enough, the ship suffers a glancing blow that buckles her starboard side and opens five of her sixteen compartments to the sea. RMS Titanic has been designed to stay afloat with four of her forward compartments flooded but not more, and the crew soon realises that the ship is going to sink. They use distress flares and wireless radio messages to attract help as the passengers are put into lifeboats. However, in accordance with existing practice, RMS Titanic‘s lifeboat system is designed to ferry passengers to nearby rescue vessels, not to hold everyone on board simultaneously. With the ship sinking quickly and help still hours away, there is no safe refuge for many of the passengers and crew. Compounding this, poor management of the evacuation means many boats are launched before they are totally full.

At about 2:15 AM, RMS Titanic‘s angle in the water begins to increase rapidly as water pours into previously unflooded parts of the ship through deck hatches. Her suddenly increasing angle causes a giant wave to wash along the ship from the forward end of the boat deck, sweeping many people into the sea. RMS Titanic‘s stern lifts high into the air as the ship tilts down in the water, reaching an angle of 30–45 degrees. After another minute, the ship’s lights flicker once and then permanently go out, plunging RMS Titanic into darkness. Shortly after the lights go out, the ship splits apart at one of the weakest points in the structure, the area of the engine room hatch. The submerged bow likely remains attached to the stern by the keel for a short time, pulling the stern to a high angle before separating and leaving the stern to float for a few minutes longer. The forward part of the stern floods very rapidly, causing it to tilt and then settle briefly before sinking.

RMS Titanic sinks with over a thousand passengers and crew still on board. Almost all those who jump or fall into the water die from hypothermia within minutes. RMS Carpathia arrives on the scene about 90 minutes after the sinking and has rescued the last of the survivors by 9:15 AM on April 15, some nine and a half hours after the collision with the iceberg.

The death toll has been put at 1,513, including many Irish, although the number of casualties remains somewhat unclear due to a number of factors, including confusion over the passenger list, which includes some names of people who cancelled their trip at the last minute, and the fact that several passengers traveled under aliases for various reasons and were double-counted on the casualty lists.

The disaster causes widespread outrage over the lack of lifeboats, lax regulations, and the unequal treatment of the three passenger classes during the evacuation. Subsequent inquiries recommend sweeping changes to maritime regulations, leading to the establishment in 1914 of the International Convention for the Safety of Life at Sea (SOLAS), which still governs maritime safety today.


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The Hull of the RMS Titanic is Launched

titanic-launch-at-belfast-1911The hull of the RMS Titanic, is launched at 12:15 PM on May 31, 1911 at the Harland and Wolff shipyard in Belfast, Northern Ireland in the presence of Lord William Pirrie, J. Pierpoint Morgan, J. Bruce Ismay and 100,000 onlookers. Twenty-two tons of soap and tallow are spread on the slipway to lubricate the ship’s passage into the River Lagan. In keeping with the White Star Line‘s traditional policy, the ship is not formally named or christened with champagne. The ship is towed to a fitting-out berth where, over the course of the next year, her engines, funnels and superstructure are installed and her interior is fitted out.

The construction of RMS Olympic and RMS Titanic take place virtually in parallel. The sheer size of the RMS Titanic and her sister ships pose a major engineering challenge for Harland and Wolff. No shipbuilder has ever before attempted to construct vessels this size. RMS Titanic‘s keel is laid down on March 31, 1909. The 2,000 hull plates are single pieces of rolled steel plate, mostly up to 6 feet wide and 30 feet long and weigh between 2.5 and 3 tons.

Some of the last items to be fitted on RMS Titanic before the ship’s launch are her two side anchors and one centre anchor. The anchors themselves are a challenge to make with the centre anchor being the largest ever forged by hand and weighing nearly 16 tons. Twenty Clydesdale draught horses are needed to haul the centre anchor by wagon from the N. Hingley & Sons Ltd. forge shop in Netherton, near Dudley, United Kingdom to the Dudley railway station two miles away. From there it is shipped by rail to Fleetwood in Lancashire before being loaded aboard a ship and sent to Belfast.

The work of constructing the ships is difficult and dangerous. For the 15,000 men who work at Harland and Wolff at the time, safety precautions are rudimentary at best. Much of the work is dangerous and is carried out without any safety equipment like hard hats or hand guards on machinery. As a result, deaths and injuries are to be expected. During RMS Titanic‘s construction, 246 injuries are recorded, 28 of them “severe,” such as arms severed by machines or legs crushed under falling pieces of steel. Six people die on the ship herself while she is being constructed and fitted out, and another two die in the shipyard workshops and sheds. Just before the launch a worker is killed when a piece of wood falls on him.

(Pictured: Launch of the hull of the RMS Titanic with an unfinished superstructure in 1911) 


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U.S. Senate Inquiry into the RMS Titanic Sinking

william-alden-smithThe April 15, 1912 sinking of the RMS Titanic, the trans-Atlantic passenger liner built by Harland and Wolff in Belfast, results in an inquiry by the United States Senate, which begins at the Waldorf-Astoria Hotel in New York City  on April 19, 1912. Chaired by Senator William Alden Smith (R-Michigan), the inquiry is a subcommittee of the Senate’s Committee on Commerce. The hearings later move to the Russell Senate Office Building in Washington, D.C. and conclude on May 25, 1912 with a return visit to New York.

Seven senators serve on the subcommittee, with three Republicans and three Democrats in addition to Smith as chair. The other six senators are Jonathan Bourne (R-Oregon), Theodore E. Burton (R-Ohio), Duncan U. Fletcher (D-Florida), Francis G. Newlands (D-Nevada), George Clement Perkins (R-California), and Furnifold McLendel Simmons (D-North Carolina). The composition of the subcommittee is carefully chosen to represent the conservative, moderate and liberal wings of the two parties.

During 18 days of official investigations, punctuated by recesses, testimony is recorded from over 80 witnesses. These include surviving passengers and crew members, as well as captains and crew members of other ships in the vicinity, expert witnesses, and various officials and others involved in receiving and transmitting the news of the disaster. The evidence submitted varies from spoken testimony and questioning, to the deposition of correspondence and affidavits. Subjects covered include the ice warnings received, the inadequate (but legal) number of lifeboats, the handling of the ship and its speed, RMS Titanic‘s distress calls, and the handling of the evacuation of the ship.

The final report is presented to the United States Senate on May 28, 1912. It is nineteen pages long and includes 44 pages of exhibits, and summarises 1,145 pages of testimony and affidavits. Its recommendations, along with those of the British inquiry that concludes on July 3, 1912, lead to many changes in safety practices following the disaster.

The report is strongly critical of established seafaring practices and the roles that RMS Titanic‘s builders, owners, officers and crew had played in contributing to the disaster. It highlights the arrogance and complacency that had been prevalent aboard the ship and more generally in the shipping industry and the British Board of Trade. However, it does not find the International Mercantile Marine Company, an American consortium, or the White Star Line negligent under existing maritime laws, as they had merely followed standard practice, and the disaster could thus only be categorised as an “act of God.”

The inquiry is heavily criticised in Britain, both for its conduct and for Smith’s style of questioning. Many newspapers publish scathing editorial cartoons depicting Smith in unflattering terms. The British government is also hostile towards the inquiry. The British Ambassador to the United States, James Bryce, demands that President William Howard Taft dissolve the committee and refuses to recognise its jurisdiction.

Some British writers, however, applaud the inquiry. G. K. Chesterton contrasts the American objective of maximum openness with what he calls Britain’s “national evil,” which he describes as being to “hush everything up; it is to damp everything down; it is to leave the great affair unfinished, to leave every enormous question unanswered.” The American reaction is also generally positive. The American press welcomes Smith’s findings and accepts his recommendations, commending the senator for establishing the key facts of the disaster.

(Pictured: U.S. Senator William Alden Smith, chairman of the Senate inquiry into the RMS Titanic disaster)


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RMS Titanic Departs Southampton, England

titanic-departing-southampton-dockThe RMS Titanic leaves port in Southampton, England for her first and only voyage on April 10, 1912. Built by the Belfast shipbuilders Harland and Wolff, the RMS Titanic is the second of the three Olympic-class ocean liners — the first being the RMS Olympic and the third being the HMHS Britannic.

Following the embarkation of the crew the passengers begin arriving at 9:30 AM, when the London and South Western Railway‘s boat train from London Waterloo station reaches Southampton Terminus railway station on the quayside, alongside RMS Titanic‘s berth. In all, 923 passengers board RMS Titanic at Southampton, 179 First Class, 247 Second Class and 494 Third Class. The large number of Third Class passengers means they are the first to board, with First and Second Class passengers following up to an hour before departure. Stewards show them to their cabins, and First Class passengers are personally greeted by Captain Edward Smith upon boarding. Third Class passengers are inspected for ailments and physical impairments that might lead to their being refused entry to the United States, a prospect the White Star Line wishes to avoid, as it would have to carry anyone who fails the examination back across the Atlantic. A total of 922 passengers are recorded as embarking on RMS Titanic at Southampton. Additional passengers are to be picked up at Cherbourg, France and Queenstown.

The maiden voyage begins on time, at noon. An accident is narrowly averted only a few minutes later as RMS Titanic passes the moored liners SS City of New York of the American Line and what would have been her running mate on the service from Southampton, White Star’s RMS Oceanic. Her huge displacement causes both of the smaller ships to be lifted by a bulge of water and then dropped into a trough. SS City of New York‘s mooring cables cannot take the sudden strain and snap, swinging her around stern-first towards RMS Titanic. A nearby tugboat, Vulcan, comes to the rescue by taking SS City of New York under tow, and Captain Smith orders RMS Titanic‘s engines to be put “full astern.” The two ships avoid a collision by a matter of about 4 feet. The incident delays RMS Titanic‘s departure for about an hour, while the drifting SS City of New York is brought under control.

After making it safely through the complex tides and channels of Southampton Water and the Solent, RMS Titanic heads out into the English Channel. She heads for the French port of Cherbourg, a journey of 77 nautical miles. The weather is windy, very fine but cold and overcast. Four hours after RMS Titanic leaves Southampton, she arrives at Cherbourg and is met by the tenders SS Traffic and the SS Nomadic which have to be used to transfer passengers from shore to ship because Cherbourg lacks docking facilities for a ship the size of RMS Titanic. An additional 274 passengers are taken aboard. Twenty-four passengers who have booked passage only cross-channel from Southampton leave aboard the tenders to be conveyed to shore. The process is completed in about 90 minutes. At 8:00 PM RMS Titanic weighs anchor and departs for Queenstown on the south coast of Ireland with arrival scheduled late the following morning.

(Pictured: RMS Titanic departing the Southampton docks on April 10, 1912)


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Death of Frederick Hugh Crawford, Ulster Loyalist

Colonel Frederick Hugh Crawford, staunch Ulster loyalist and officer in the British Army, dies on November 5, 1952. He is most notable for organising the Larne gun-running which secures guns and ammunition for the Ulster Volunteers in 1914, making him a hero for Northern Ireland‘s unionists.

Crawford is born in Belfast on August 21, 1861 into a Methodist family of Ulster Scots roots. He attends Methodist College Belfast and University College London.

Crawford works as an engineer for White Star Line in the 1880s, before returning from Australia in 1892. In 1894 he enlists with the Mid Ulster Artillery regiment of the British Army, before being transferred to the Donegal Artillery, with which he serves during the Boer Wars, earning himself the rank of major.

In 1898, Crawford is appointed governor of Campbell College in Belfast. In 1911 he becomes a member of the Ulster Unionist Council. On September 28, 1912 he is in charge of the 2,500 well dressed stewards and marshals that escort Edward Carson and the Ulster unionist leadership from the Ulster Hall in Belfast to the City Hall for the signing of the Ulster Covenant, which he is alleged to sign in his own blood. With the formation of the Ulster Volunteers in 1913, he is made their Director of Ordnance.

In World War I Crawford is officer commanding of the Royal Army Service Corps, and is awarded the Royal Humane Society‘s Bronze Medal for saving life. He also becomes a Justice of the Peace for Belfast.

Crawford in regards to Irish Home Rule is strongly partisan and backs armed resistance in opposing it, being contemptuous of those who use political bluffing. In 1910 the Ulster Unionist Council plans for the creation of an army to oppose Home Rule, and approaches Crawford to act as their agent in securing weapons and ammunition. He tries several times to smuggle arms into Ulster, however vigilant customs officials seize many of them at the docks. Despite this, the meticulously planned and audacious Larne gun-running of April 1914, devised and carried out by Crawford, is successful in bringing in enough arms to equip the Ulster Volunteers.

By the 1920s Crawford remains as stoic in his belief’s remarking in a letter in 1920 that “I am ashamed to call myself an Irishman. Thank God I am not one. I am an Ulsterman, a very different breed.” In 1921 he attempts to create an organisation called the Ulster Brotherhood, the aims of which are to uphold the Protestant religion, political and religious freedom as well as use by all means to “destroy and wipe out the Sinn Féin conspiracy of murder, assassination and outrage.” However, this organisation only lasts completely unofficially for a few months after failing to gain acceptance with the political authorities. Also in 1921 he is included in the Royal Honours List and granted a CBE. In 1934 he writes his memoirs, entitled Guns for Ulster.

Frederick Hugh Crawford dies November 5, 1952, and is buried in the City Cemetery, Falls Road, Belfast. Upon news of his death he is described by the then Prime Minister of Northern Ireland, Sir Basil Brooke, as being “as a fearless fighter in the historic fight to keep Ulster British.”

(Pictured: Colonel Crawford is shown second from the left in this loyalist mural in East Belfast’s Ballymacarrett Road)


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Launch of the RMS Oceanic

RMS Oceanic, the White Star Line‘s first liner built by Harland and Wolff in Belfast, is launched on August 27, 1870, arriving in Liverpool, England for her maiden voyage on February 26, 1871.

Three sister ships are constructed in rapid succession: RMS Atlantic, SS Baltic, and SS Republic. All are of the same approximate dimensions with differences in tonnage.

Powered by a combination of steam and sail, RMS Oceanic has twelve boilers generating steam for a single four-cylinder compound steam engine. A single funnel exhausts smoke and four masts carry sails. The hull is constructed of iron and divided into eleven watertight compartments. Passenger accommodations are located on the two decks concealed within the hull. RMS Oceanic can carry 166 First Class passengers, referred to as Saloon Passengers in the day and 1,000 Steerage Passengers, along with a 143-man crew. White Star spares no expense in her construction, and the contemporary press describes the ship as an “imperial yacht.”

RMS Oceanic leaves Liverpool for her maiden voyage on March 2, 1871 carrying only 64 passengers, under Captain Sir Digby Murray. Not long after departing, she has to return because of overheated bearings. Her voyage restarts on March 16. From that point onward, RMS Oceanic is a success for The White Star Line.

In January, 1872, RMS Oceanic undergoes a refit, during which a large forecastle is added to help prevent the bow being inundated during high seas. Two new boilers are added to increase steam pressure and thus engine power, and the four masts are shortened.

RMS Oceanic continues sailing with the White Star line on the Liverpool to New York City route until March 11, 1875, when she is chartered to the Occidental & Oriental Steamship Company, for service between San Francisco, Yokohama and Hong Kong. White Star provides the officers, while the crew is Chinese. The ship itself remains in White Star colours, but flies the O&O flag. During the repositioning voyage from Liverpool to Hong Kong, RMS Oceanic sets a speed record for that route. Later, she also sets a speed record for Yokohama to San Francisco in December 1876, and then breaks her own record over that route in November, 1889, with a time of 13 days, 14 hours and 5 minutes.

On August 22, 1888, RMS Oceanic collides with the coastal liner SS City of Chester just outside the Golden Gate. The SS City of Chester sinks, killing 16 on board.

On January 7, 1890, Nellie Bly boards RMS Oceanic in Yokohama to cross the Pacific as part of her voyage Around the World in Seventy-Two Days. She arrives in San Francisco on January 21, 1890, which is a day behind schedule as a result of rough weather.

In 1895, RMS Oceanic is returned to White Star, which plans to put her back into service. She is sent back to Harland and Wolff for re-engining, but when the ship is inspected closely, it is found to be uneconomical to perform all the work needed. Instead, RMS Oceanic is sold for scrap, leaving Belfast for the last time on February 10, 1896, under tow, for a scrapyard on the River Thames.


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Sinking of the RMS Titanic

The RMS Titanic, four days into her maiden voyage from Southampton to New York City, sinks in the north Atlantic Ocean at 2:20 AM on the morning of April 15, 1912, after striking an iceberg just before midnight on April 14.

Titanic, the largest ship afloat at the time it enters service on April 2, 1912, is the second of three Olympic class ocean liners operated by the White Star Line, and is built by the Harland and Wolff shipyard in Belfast, Northern Ireland.

Titanic‘s maiden voyage, commanded by 62-year-old Captain Edward John Smith, begins shortly after noon on April 10, 1912 when she leaves Southampton on the first leg of her journey to New York City. A few hours later she reaches Cherbourg in France, where she takes on passengers. Her next port of call is Queenstown (now Cobh) in Ireland, which she reaches around midday on April 11. After taking on more passengers and stores, Titanic departs in the afternoon with an estimated 2,224 people on board.

Titanic receives six warnings of sea ice on April 14 but is traveling near her maximum speed when her lookouts sight the iceberg. Unable to turn quickly enough, the ship suffers a glancing blow that buckles her starboard side and opens five of her sixteen compartments to the sea. Titanic has been designed to stay afloat with four of her forward compartments flooded but not more, and the crew soon realises that the ship is going to sink. They use distress flares and wireless radio messages to attract help as the passengers are put into lifeboats. However, in accordance with existing practice, Titanic‘s lifeboat system is designed to ferry passengers to nearby rescue vessels, not to hold everyone on board simultaneously. With the ship sinking quickly and help still hours away, there is no safe refuge for many of the passengers and crew. Compounding this, poor management of the evacuation means many boats are launched before they are totally full.

At about 2:15 AM, Titanic‘s angle in the water begins to increase rapidly as water pours into previously unflooded parts of the ship through deck hatches. Her suddenly increasing angle causes a giant wave to wash along the ship from the forward end of the boat deck, sweeping many people into the sea. Titanic‘s stern lifts high into the air as the ship tilts down in the water, reaching an angle of 30–45 degrees. After another minute, the ship’s lights flicker once and then permanently go out, plunging Titanic into darkness. Shortly after the lights go out, the ship splits apart at one of the weakest points in the structure, the area of the engine room hatch. The submerged bow likely remains attached to the stern by the keel for a short time, pulling the stern to a high angle before separating and leaving the stern to float for a few minutes longer. The forward part of the stern floods very rapidly, causing it to tilt and then settle briefly before sinking.

Titanic sinks with over a thousand passengers and crew still on board. Almost all those who jump or fall into the water die from hypothermia within minutes. RMS Carpathia arrives on the scene about 90 minutes after the sinking and has rescued the last of the survivors by 9:15 AM on April 15, some nine and a half hours after the collision with the iceberg.

The death toll has been put at 1,513, including many Irish, although the number of casualties remains somewhat unclear due to a number of factors, including confusion over the passenger list, which includes some names of people who cancelled their trip at the last minute, and the fact that several passengers traveled under aliases for various reasons and were double-counted on the casualty lists.

The disaster causes widespread outrage over the lack of lifeboats, lax regulations, and the unequal treatment of the three passenger classes during the evacuation. Subsequent inquiries recommend sweeping changes to maritime regulations, leading to the establishment in 1914 of the International Convention for the Safety of Life at Sea (SOLAS), which still governs maritime safety today.


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RMS Titanic Arrives At Queenstown

The RMS Titanic arrives at Queenstown, known today as Cobh, in County Cork on April 11, 1912, at 11:30 AM. The ship, on her maiden and only voyage, anchors two miles offshore at Roches Point as the port can not accommodate a ship of its size. Queenstown is the last port of call for RMS Titanic prior to her trans-Atlantic crossing.

Tenders are necessary to ferry goods and passengers from ship to shore and vice versa. One hundred twenty-three passengers are waiting on the White Star Line pier to board the tenders Ireland and America. Of the 123 passengers, three are traveling 1st class, seven are traveling 2nd class, and the remainder are traveling 3rd class (steerage). Seven passengers disembark at Queenstown.

After the passengers board, the tenders proceed to the deep water quay to load 1,395 sacks of mail as well as many emigrants. The two tenders travel out to the anchored RMS Titanic to offload the mail.

At 1:30 PM, with all passengers and mail now on board, RMS Titanic gives three mighty blasts of her whistles signaling she is now ready to depart. The anchors are raised and the engines slowly turn over. The ship makes a graceful turn to starboard and heads back out into the Irish Sea destined for her next port of call, New York City, where she is scheduled to arrive early the following Wednesday morning.

Of the 123 passengers who embark at Queenstown, only 44 survive the disaster of the horrible night of April 15, 1912.

The photograph is of the RMS Titanic as she departs Queenstown, quite possibly the last photograph ever taken of the liner.