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How long does the complete experience take? Please allow 1 hour to complete your Titanic Experience as follows: There is a 30 minute guided tour, which explores the journey on board Titanic from the time it arrived in Cobh to the tragic sinking just 3 days later. How frequently do tours run? What are your opening hours? What happens if I missed my pre-booked tour time?

If I am running late, can I change my tour time? Is it suitable for children? Can I book tickets by phone? Is the experience wheelchair accessible? Is photography flash photography allowed? Dec 26, Donna Maguire rated it really liked it Shelves: books-read , books-for-mark , historical-non-fict , kindle-read. I have read quite a few books in the history in an hour series and had this one on my wish list for a while and treated myself this Christmas.

Titanic Facts

The book was full of excellent details and facts and I found it really enjoyable - would have been five stars but there were some typos that did let the book down. Terry Ganslandt rated it it was amazing Sep 27, Emelie rated it liked it Mar 01, Becrux rated it really liked it May 21, Maxus rated it really liked it Jul 17, Isabel rated it really liked it Jul 27, Sinclair Pirie rated it really liked it May 05, Thomas Hammer rated it liked it Aug 22, Kirsty Morgan rated it it was amazing Dec 16, Lauren Vogt rated it really liked it Aug 15, Amy rated it really liked it Apr 22, Adam Bradshaw rated it it was ok Feb 08, Ziegler Paul rated it it was amazing May 11, Stephanie rated it really liked it Apr 07, Alannah Clarke rated it really liked it Feb 24, Ania Radosiewicz rated it really liked it Dec 16, Michelle rated it really liked it Jul 21, Jared rated it really liked it Nov 08, Elias Kevin rated it it was amazing Dec 02, Allena Weber rated it it was amazing Mar 14, Rachel rated it really liked it Nov 23, Karol rated it liked it Jun 24, Rosemarie rated it really liked it Nov 11, Stewart Paterson rated it really liked it Dec 19, Sue Thompson rated it liked it Feb 07, They were not technically White Star Line employees, but private contractors.

They were brought on deck near where the lifeboats were being loaded early on to help keep morale high. As the night went on and the situation became more dire, they continued to play, probably believing it was all they could do to express their own anguish and comfort the increasingly panicked crowd. Many survivors reported hearing them playing until shortly before the sinking.

There were more passengers traveling in third class than in first and second class combined. In fact, the White Star Line and other contemporary companies made more money from their tickets than they did first and second class passengers not only were there more of them, they were much less expensive to take care of. Many of the passengers were immigrants who planned to either stay in the United States permanently, or make money and eventually re-join their families back home. Proportionally, they suffered the highest casualties.

Among these passengers, occupations ranged from laborer to servant or butler to scholar, farmer, jeweler, tailor, bartender, and housewife. Twenty-seven year old Ida Livja Ilmakangas had traveled back to her home in Finland from the United States to pick up her twenty-five year old sister, Beata, and bring her back to the U. Both young women died in the sinking.

Their bodies were never identified. The Oreskovic family also traveled on board. Luka, Jelka, and Marija — Croatian immigrants in their twenties — all perished. The Joseph family, of Lebanese origin, was Detroit-bound on the Titanic. Like the Wells family, Mrs. Joseph and her two little children — Mary Anna and Michael — were on their way to join their father. While all three survived by boarding collapsible lifeboats, six-year-old Michael was separated from his mother and sister as they evacuated. It is difficult to imagine the panic his mother must have felt watching the grand ship slip beneath the sea, not knowing whether her son was on board or not, and her tremendous relief at being reunited with him on the Carpathia.

Sadly, not all families with children made it off the ship. The story of the Rice family is particularly poignant. Margaret Rice was born in Ireland, and after marrying, immigrated with her husband to Canada and later Washington State. While in North America, she lost her first child as well as her husband in separate, tragic accidents. She and all of her children, ranging in age from two to ten, died, and none of their bodies were recovered. Another survivor reported seeing her clinging to all of them, trying to comfort them, as she herself accepted the tragic end her family faced. Finally, in addition to first, second, and third class passengers, the Titanic also had almost nine hundred crew members on board.

While cruise ship staff today usually sign long-term contracts and stay on board the same ship for several journeys, this was not the case in the early twentieth century. Aside from the ranking officers, the majority of crew members were recruited in the weeks leading up to departure. Thus, many of them were from England, specifically the Southampton area. The engine required over workers, while most others were employed as cooks, waiters, janitors and cleaners, maids, laundry workers, and a variety of other titles. Of the ranking officers, most were members of the Royal Naval Reserve.

The organization works much like army reserves: they are trained and could be called up in a time of war to serve their country. Captain Edward Smith spent most of his career working for the White Star Line and had commanded some of its largest, most important ships. He was not on the bridge when the new ship struck the iceberg that would doom it, but nonetheless, he attempted to manage the evacuation of the ship and died on board. His body was never recovered. The second in command on board the ship was known as the Chief Mate.

On the Titanic, this was Henry Tingle Wilde. William Murdoch was First Officer, and it was he who manned the bridge when the ship collided with the iceberg. Rumors abound that he committed suicide by gunshot in the minutes before the sinking, but there was always dispute among survivors about whether or not this was true. The Second Officer was Charles Lightoller, who survived the disaster despite staying on board until the ship was submerged; he found his way to a lifeboat and clung to it until he was rescued.

The Third Officer, Herbert Pitman, also survived, and he was the only one of the ranking officers who was not a member of the Royal Naval Reserve. He was placed in charge of rowing lifeboat 5 to safety, away from the ship, though he did not believe at the time that the Titanic was really sinking. After she submerged, however, he tried to convince the other members of the boat to row back to the site and save those stranded in the water, but out of fear of being overtaken by too many desperate swimmers, his command was overruled.


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After the Titanic steamed out from Queenstown, the days of April 11, 12, 13, and 14 progressed normally. The Titanic made good time, traveling near top speed. The crew had few mishaps and did their jobs diligently, and the passengers of all classes enjoyed the various amenities available to them. The passengers and crew detailed above were only a few of the more than two thousand souls who would endure the tragedy on the night of April It is well known that the Titanic received several ice warnings from ships steaming ahead of her during the voyage.

In fact, seven separate warnings were received on April The warnings about the dangerous ice reached the captain and other ranking officers from the Marconi telegraph operators on board. While it is easy to assume that folly or pride led these warnings to be ignored, that is probably not the case. As was stated previously, it was standard practice for the ship to continue on at fast speed even through ice-infested waters.

The lookouts on the night of April 14 were Frederick Fleet and Reginald Robinson Lee, and they, along with the other lookouts on board, had all been informed about the danger of ice on the journey. Fleet and Lee were nearing the end of their two-hour shift at around pm when Fleet spotted the iceberg that would fell the mighty ship. He followed protocol, immediately issuing a warning and phoning the bridge, where he warned First Officer Murdoch, as the captain had gone to bed for the night.

Murdoch ordered the engines reversed and the ship to turn, hoping to avoid the berg completely. But his decision proved fatal, and the starboard right side of the ship scraped alongside the jagged ice underneath the water, ripping holes in five of the watertight compartments toward the bow of the ship. The impact was felt according to class: the crew members working in the bowels of the ship knew immediately that something was terribly wrong, and water reached them first.

Third class passengers, especially those on the starboard side, were startled as they were awakened by the violent jolting, and some may have even heard the scraping of metal. Second class passengers felt a disturbance, but heavy sleepers likely slept right through it. First class passengers who were awake and attentive felt something, but probably attributed it to the sea. Fleet and Lee would survive the sinking they were ordered to man lifeboats , and both would testify at the inquiries held by the governments of the U.

Since Fleet spotted the iceberg, his testimony was of special interest. He claimed that, had he had binoculars, he would have seen the iceberg sooner, perhaps leaving the ship enough time to turn. The binoculars were a sticking point in the inquiries: neither investigation could confirm why the lookouts did not have them, though several plausible explanations were given. That said, experts generally agree that even with binoculars, the iceberg would have been very difficult to spot.

It was an especially dark night, thus the lookouts relied mostly on light shed by the ship. It was also unusually calm, meaning that no water was breaking at the base of the iceberg, one of the best ways to spot one in the dark. It is in human nature to look for blame when such tragedies as the sinking of the Titanic occur, but the fact of the matter remains that the collision with the iceberg was likely not the fault of high speed, the captain not being on deck, ignoring warnings about ice, or the lookouts not having the equipment they needed or not paying attention.

More than anything, it was probably due to profoundly bad luck. Regardless, the next few minutes were crucial.

Luxury liner struck ice 104 years ago today

In only about ten minutes, by pm, water had risen fourteen feet in some damaged parts of the ship. Captain Smith was awoken at once and summoned to the bridge, and the watertight doors were closed. As the captain ordered the Marconi operators to begin sending distress signals and to summon another vessel, any vessel, in the area, Andrews told him that the ship likely had under two hours before it sank in fact, the ship would not sink for almost three hours. Captain Smith was undoubtedly distraught as he ordered that the evacuation on the lifeboats begin at about am.

When Smith heard this news, he now knew that many people were likely going to die. Nonetheless, with technology like the watertight compartments, as well as modern shipbuilding in general, that was the assumption of the day, not only about the Titanic but also about other, similarly modern ships. As previously stated and well-known, the ship did not contain enough lifeboats for all the passengers aboard.

The ship was equipped with lifeboats in the first place primarily to facilitate movement of passengers from one ship to another in the event of an emergency, not to evacuate and hold all souls on board. Yet even before the loading of the lifeboats began, the disaster was ill-managed by an under-informed crew.

Perhaps in order to avoid panic, many members of the crew charged with interacting with passengers were not given full information. While their relaxed attitudes allowed guests to remain relaxed, it also gave the impression that perhaps there was nothing to fear; perhaps the captain was being overly cautious; maybe this was just a drill. Other factors delaying the evacuation were the time of night and the weather. It was past midnight, and many passengers had retired for the evening. Those who were still awake were more than likely enjoying post-dinner libations, and thus their sense of judgement was impaired.

Especially among the upper classes, ladies hesitated to leave their cabins without dressing at least a little, a process that took several minutes at minimum.

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Finally, the cold was a major factor — as stated previously, initially no one wanted to leave the warmth of the interior of the ship to sit in a boat, out on the dark ocean, in the freezing cold. Without a sense of urgency, who could blame them? Ironically, the third class passengers would be last to reach the lifeboats but first to realize the severity of the situation.

The ship herself was not only ill-equipped for such a disaster, but the crew was ill-trained if trained at all to handle a mass evacuation. Several staircases and doors remained locked, a measure taken to prevent third class passengers from sneaking into first or second class, but which ended up trapping people below decks, unable to reach the boats.

Hymn to the Sea - 10 hour version

While probably few people drowned because they were trapped behind locked doors, the delay cost many their lives, as half-full lifeboats were lowered onto the sea below. In fact, the first lifeboat, which could have safely held sixty-five people, contained only twenty-eight. Another lifeboat would only contain twelve people. As the first lifeboat was lowered into the water, the first of eight distress rockets was also fired, in case any ship was in sight.

Tragically, another ship was in sight, and did see the distress signals. The S. California was much closer than the Carpathia, and feasibly could have made it to the Titanic in time to save most, if not all, of her passengers. However, the captain of the California misinterpreted the rockets sometimes ships fired them to let other ships know who was in the vicinity , and instead of summoning his telegraph operator, he had the crew use Morse code over lanterns.

The Titanic was either too far away to see them most likely , or too distracted. For those on board who knew what the rockets were for, they began to realize that the situation was serious. As the night progressed, the gravity of the situation became undeniable for more people, until everyone knew. The ship was tilting more and more toward the bow, and people were making their way from the lower decks, having seen the rushing water.

As many survivors would report later on, chaos certainly ensued. There were also many heart-wrenching scenes. At the same time, as hundreds of people flooded into space on the upper decks meant for leisurely strolls, the crowd separated families and friends, some who would reunite on the Carpathia, but many who would never see each other again.

The last lifeboat was lowered around am. By this point, it was apparent to everyone that the ship was sinking fast. However, it is important to remember that not everyone still on board had the same perception of events.


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The ship was large, so not everyone realized that it was the last lifeboat, and many probably did not know that there were not enough lifeboats for everyone although knowledge of that fact did spread. What is more, many people likely did not realize how fast the ship was sinking, or that the rescue ship was so far away. But while many doomed passengers may have still held out some hope after all, it is in our nature as humans to do so , panic no doubt had set in for most.

The people who had the clearest picture of what was happening were the luckiest: they were the ones in the lifeboats, who had rowed a safe distance away from the ship, and thus had a full view as the bow lowered further and further until it was submerged. It was necessary to row far away from the ship itself, as when the Titanic did sink, the massive size created something akin to a whirlpool, pulling anything nearby down with it. In fact, many people were pulled down with the ship, but eventually floated to the surface thanks to their lifejackets.

Many of the people seated in the lifeboats had family or friends on board, and had to watch helplessly as the situation became increasingly dire. It was certainly a traumatic experience for everyone.

April 14, 1912

Even though the only ship that had responded in the area was the Carpathia, still a considerable distance away, the telegraph operators continued to send distress signals. The last one was sent at am, when the operators were relieved from duty and the captain announced that it was every man and, sadly, woman and child for themselves. By this point, the bow was completely submerged and the stern was sticking up nearly perpendicular in the water. People were falling to their deaths against the mighty propellers or the frigid seas.

At am, the people in the lifeboats watched in horror as the bow, under strain, broke apart from the stern and went under the water. When it broke, the noise must have been terrifying for those on board, not knowing what was going on. Then, as the stern settled back onto the water, cries of relief went out.

People still on board thought that the ship had corrected herself because she had settled back normally on the water. However, that relief and hope was short-lived: the stern rapidly filled with water and turned upright again before following the bow under the water. It remains unclear whether the bow and stern completely separated from each other before or after the ship was submerged.

It is possible that the two halves broke apart completely as they sank. As the ship disappeared beneath the water, its force pulled down people and objects in its vicinity. But minute by minute, people fought their way to the surface, screaming and crying for help.

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People in the lifeboats remembered the haunting cries, which began as a cacophony, and gradually grew quieter and quieter, until no one was left crying out anymore. While it surely felt like an eternity for those who could hear them not to mention those doing the screaming , most people did not last long in the frigid water. In fact, many people did not make it to the surface at all, especially as swimming would have been very difficult if they were not wearing a life vest or if they were inside the ship.

What is more, once the ship submerged, full panic probably set in for a number of passengers. One of the causes of this — even when under water — is hyperventilation. Passengers would have inhaled sea water and drowned quickly. For those who did make it to the surface, the beginning effects of hypothermia would have set in rapidly, probably within twenty minutes at most. As the body works very hard to keep itself warm, it diverts blood away from extremities to its core to do so and to prevent more heat from escaping through blood vessels. Thus, without adequate blood to the brain, arms, and legs, dizziness or confusion soon develops, as does muscle weakness, numbness, and slurred speech.

Body temperatures would have been dropping rapidly, as would blood pressure. With normal human body temperature Eventually, due to lack of resources, the victims in the water would have slipped into comas and gone into cardiac arrest. While so many people floated on the sea, dying, most of the lifeboats did not sit idly by. They had to confront the excruciating moral question of whether to put their own lives at risk and row back to pick up survivors, or whether to preserve their safety at a distance, and either hope that a ship would arrive soon doubtful, since none appeared to be on the horizon , or let the others die.