AskDefine | Define titanic

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titanic adj : of great force or power

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see Titanic



  • tītănʹĭk
  • /taɪˈtænɪk/
  • /taI"t

Extensive Definition

RMS Titanic was an Olympic-class passenger liner owned by the White Star Line and built at the Harland and Wolff shipyard. On the night of 14 April 1912, during her maiden voyage, Titanic struck an iceberg, and sank two hours and forty minutes later in early 15 April 1912. At the time of her launching in 1912, she was the largest passenger steamship in the world.
The sinking resulted in the deaths of 1,517 people, ranking it as one of the worst peacetime maritime disasters in history and by far the most infamous. The Titanic used some of the most advanced technology available at the time and was popularly believed to be “unsinkable” - indeed, in a 1910 White Star Line brochure advertising the Titanic, it was claimed that she was "designed to be unsinkable". It was a great shock to many that despite the advanced technology and experienced crew, the Titanic still sank with a great loss of life. The media frenzy about Titanics famous victims, the legends about what happened on board the ship, the resulting changes to maritime law, and the discovery of the wreck in 1985 by a team led by Robert Ballard have made Titanic persistently famous in the years since.


The Titanic was a White Star Line ocean liner, built at the Harland and Wolff shipyard in Belfast, Ireland, designed to compete with rival company Cunard Line's Lusitania and Mauretania. The Titanic, along with her Olympic-class sisters, the Olympic and the soon to be built Britannic (originally named Gigantic), were intended to be the largest, most luxurious ships ever to operate. Construction of the RMS Titanic, funded by the American J.P. Morgan and his International Mercantile Marine Co., began on 31 March 1909. Titanics hull was launched on 31 May, 1911, and her outfitting was completed by 31 March the following year. Titanic was 882 ft 9 in (269 m) long and 92 ft 6 in (28 m) wide, had a gross register tonnage of 46,328 tons, and a height from the water line to the boat deck of 60 ft (18 m). Titanic contained two reciprocating four-cylinder, triple expansion, inverted steam engines and one low pressure Parsons turbine which powered three propellers. There were 29 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 feet (19 m) tall funnels were functional; the fourth funnel, which only served as a vent, was added to make the ship look more impressive. The ship could hold 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). There were insufficient lifeboats on the Titanic for all passengers, though the legal requirements of the day were met.


In her time, Titanic surpassed all rivals in luxury and opulence. She offered an on-board swimming pool, a gymnasium, a Turkish bath, libraries in both the first and second-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 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. Although she enclosed more space and therefore had a larger gross register tonnage, the hull was exactly the same length as the 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 boat deck) was enclosed against outside weather, and her B-Deck configuration was different from the Olympic. 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 register tons larger than the Olympic and thus the biggest active ship in the world during her maiden voyage in April 1912.

Maiden voyage

The ship began her maiden voyage from Southampton, England, bound for New York City, New York, on Wednesday, 10 April, 1912, with Captain Edward J. Smith in command. As the Titanic left her berth, her wake caused the liner New York, which was docked nearby, to break away from her moorings and was drawn dangerously close (about four feet) to the Titanic before a tugboat towed the New York away. The near accident delayed departure for one hour. After crossing the English Channel, the Titanic stopped at Cherbourg, France, to board additional passengers and stopped again the next day at Queenstown (known today as Cobh), Ireland, before continuing towards New York with 2,240 people aboard.
Some of the most prominent people in the world were travelling in first–class. These included millionaire John Jacob Astor and his wife Madeleine Force Astor; industrialist Benjamin Guggenheim; Macy's owner Isidor Straus and his wife Ida; Denver millionairess Margaret "Molly" Brown; Sir Cosmo Duff Gordon and his wife couturiere Lady Lucille Duff-Gordon; George Elkins Widener and his wife Eleanor; John Borland Thayer, his wife Marian and their seventeen-year-old son, Jack; journalist William Thomas Stead; the Countess of Rothes; U.S. presidential aide Archibald Butt; author and socialite Helen Churchill Candee; author Jacques Futrelle, his wife May, and their friends, Broadway producers Henry and Irene Harris; silent film actress Dorothy Gibson; and others. Also travelling in first–class were White Star Line's managing director J. Bruce Ismay who came up with the idea for Titanic and the ship's builder Thomas Andrews, who was on board to observe any problems and assess the general performance of the new ship.


On the night of Sunday, 14 April, the temperature had dropped to near freezing and the ocean was absolutely calm. There was no moon and the sky was clear. Captain Smith, in response to iceberg warnings received via wireless over the last few days, altered the Titanics course slightly to the south. That Sunday at 1:45 PM, a message from the steamer Amerika warned that large icebergs lay in the Titanics path, but inexplicably, the warning was never relayed to the bridge. Later that evening, another report of numerous large icebergs, this time from the Mesaba, also failed to reach the bridge.
At 11:40 PM while sailing south of the Grand Banks of Newfoundland, lookouts Fredrick Fleet and Reginald Lee spotted a large iceberg directly ahead of the ship. Fleet sounded the ship's bell three times and telephoned the bridge exclaiming, "Iceberg, right ahead!" First Officer Murdoch ordered an abrupt turn to port (left) and full speed astern, which stopped and then reversed the ship's engines. A collision was inevitable and the iceberg brushed the ship's starboard (right) side, buckling the hull in several places and popping out rivets below the waterline over a length of 300 ft (91 m). As seawater filled the forward compartments, the watertight doors shut. However, while the ship could stay afloat with four flooded compartments, five were filling with water. The five water-filled compartments weighed down the ship so that the tops of the forward watertight bulkheads fell below the ship's waterline, allowing water to pour into additional compartments. Captain Smith, alerted by the jolt of the impact, arrived on the bridge and ordered a full stop. Following an inspection by the ship's officers and Thomas Andrews, and shortly after midnight on 15 April, lifeboats were ordered to be readied and a distress call sent out.
The first lifeboat launched, boat 7, despite popular belief of a 12:40 AM time, was lowered at 12:27 AM on the starboard side with 12 people on board. Boat 5 was launched two to three minutes later. The Titanic carried 20 lifeboats with a total capacity of 1,178 persons. While not enough to hold all of the passengers and crew, the Titanic carried more boats than required by the British Board of Regulations. At the time, the number of lifeboats required was determined by a ship's gross register tonnage, rather than her human capacity.
Wireless operators Jack Phillips and Harold Bride were busy sending out CQD, the international distress signal. Several ships responded, including Mount Temple, Frankfurt and Titanics sister ship, Olympic, but none were close enough to make it in time. The closest ship was Cunard Line's RMS Carpathia 58 miles (93 km) away, which arrived in about four hours—too late to rescue all of Titanic's passengers. The only land–based location that received the distress call from Titanic was a wireless station at Cape Race, Newfoundland.
From the bridge, the lights of a nearby ship could be seen off the port side. Not responding to wireless, Fourth Officer Boxhall and Quartermaster Rowe attempted signalling the ship with a Morse lamp and later with distress rockets, but the ship never appeared to respond. The SS Californian, which was nearby and stopped for the night because of ice, also saw lights in the distance. The Californians wireless was turned off, and the wireless operator had gone to bed for the night. Just before he went to bed at around 11:00 PM the Californians radio operator attempted to warn the Titanic that there was ice ahead, but he was cut off by an exhausted Jack Phillips, who snapped, "Shut up, shut up, I am busy". When the Californians officers first saw the ship, they tried signalling her with their Morse lamp, but also never appeared to receive a response. Later, they noticed the Titanics distress signals over the lights and informed Captain Stanley Lord. Even though there was much discussion about the mysterious ship, which to the officers on duty appeared to be moving away, the Californian did not wake her wireless operator until morning.
The Titanic showed no outward signs of being in imminent danger, and passengers were reluctant to leave the apparent safety of the ship to board small lifeboats. As a result, most of the boats were launched partially empty; one boat meant to hold 40 people left the Titanic with only 12 people on board. With "Women and children first" the imperative for loading lifeboats, Second Officer Lightoller, who was loading boats on the port side, allowed men to board only if oarsmen were needed, even if there was room. First Officer Murdoch, who was loading boats on the starboard side, let men on board if women were absent. As the ship's list increased people started to become nervous, and some lifeboats began leaving fully loaded. By 2:05 AM, the entire bow was under water, and all the lifeboats, save for two, had been launched.
Around 2:10 AM, the stern rose out of the water exposing the propellers, and by 2:17 the waterline had reached the boat deck. The last two lifeboats floated off the deck, one upside down, the other half filled with water. Shortly afterwards, the forward funnel collapsed, crushing part of the bridge and people in the water. On deck, people were scrambling towards the stern or jumping overboard in hopes of reaching a lifeboat. The ship's stern slowly rose into the air, and everything not secured crashed towards the water. While the stern rose the electrical system finally failed and the lights went out. Shortly afterwards, the stress on the hull caused Titanic to break apart between the last two funnels, and the bow went completely under. The stern righted itself slightly and then rose vertically. After a few moments, at 2:20 AM, this too sank into the ocean.
Of a total of 2,223 people, only 706 survived; 1,517 perished. The majority of deaths were caused by hypothermia in the 28 °F (−2 °C) water. Only two of the 18 launched lifeboats rescued people after the ship sank. Lifeboat 4 was close by and picked up five people, two of whom later died. Close to an hour later lifeboat 14 went back and rescued four people, one of whom died afterwards. Other people managed to climb onto the lifeboats that floated off the deck. There were some arguments in some of the other lifeboats about going back, but many survivors were afraid of being swamped by people trying to climb into the lifeboat or getting pulled down by the suction from the sinking Titanic, though it turned out that there had been very little suction. In the disaster, first class men were four times as likely to survive as second class men, and twice as likely to survive as third class men. Nearly every first-class woman survived, compared to 86 percent of those in second class and less than half of those in third class.
As the ship fell into the depths, the two sections behaved very differently. The streamlined bow planed off approximately 2,000 feet (609 m) below the surface and slowed somewhat, landing relatively gently. The stern, however, plunged violently to the ocean floor, the hull being torn apart along the way from massive implosions caused by compression of the air still trapped inside. The stern smashed into the bottom at considerable speed, grinding the hull deep into the silt.

Long-term implications

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 twenty-four-hour radio watch keeping 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 12 November 1913. On 30 January 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 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 1 July 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 idea of finding the wreck of Titanic, and even raising the ship from the ocean floor, had been around since shortly after the ship sank. No attempts were successful until September 1, 1985, when a joint American-French expedition, led by Jean-Louis Michel (Ifremer) and Dr. Robert Ballard (WHOI), located the wreck. It was found at a depth of 2 miles (3,800 m), slightly more than 600 km south-east of Mistaken Point, Newfoundland at , 13 miles (22 km) from fourth officer Joseph Boxhall's last position reading where Titanic was originally thought to rest. Ballard had in 1982 requested funding for the project from the US Navy, but this was provided only on the condition that the first priority was the search for the sunken US submarines Thresher and Scorpion. Only when these had been discovered and photographed was the search for the Titanic started.
The most notable discovery the team made was that the ship had split apart, the stern section lying 1,970 feet (600 m) from the bow section and facing opposite directions. There had been conflicting witness accounts of whether the ship broke apart or not, and both the American and British inquires found that the ship sank intact. Up until the discovery of the wreck, it was generally assumed the ship did not break apart.
The bow section had embedded itself 60 feet (18 m) into the silt on the ocean floor. Although parts of the hull had buckled, the bow was mostly intact. The stern section was in much worse condition. As the stern section sank the increasing water pressure in turn pressurized the air trapped within the hull to such a point that it exploded. 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, furniture, dinnerware and personal items scattered over one square mile (2.6 km²). Softer materials, like wood, carpet and human remains were devoured by undersea organisms.
Dr. Ballard and his team did not bring up any artifacts from the site, considering this to be tantamount to grave robbing. Under international maritime law, however, the recovery of artifacts is necessary to establish salvage rights to a shipwreck. In the years after the find, Titanic has been the object of a number of court cases concerning ownership of artifacts and the wreck site itself. In 1994 RMS Titanic, Inc. was awarded ownership and salvaging rights of the wreck, even though RMS Titanic Inc. and other salvaging expeditions have been criticized for taking items from the wreck.
Approximately 6,000 artifacts have been removed from the wreck. Many of these were put on display at the National Maritime Museum in Greenwich, England, and later as part of a travelling museum exhibit.

Current condition of the wreck

Many scientists, including Robert Ballard, are concerned that visits by tourists in submersibles and the recovery of artifacts are hastening the decay of the wreck. Underwater microbes have been eating away at Titanics iron since the ship sank, but because of the extra damage visitors have caused, the 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."
Ballard's book Return to Titanic, published by the National Geographic Society, includes photographs depicting the deterioration of the promenade deck and damage caused by submersibles landing on the ship. The mast has almost completely deteriorated and has been stripped of its bell and brass light. Other damage includes a gash on the bow section where block letters once spelled Titanic, and part of the brass telemotor which once held the ship's wooden wheel is now twisted.

Ownership and litigation

Titanic's rediscovery in 1985 launched a debate over ownership of the wreck and the valuable items inside. On 7 June 1994, RMS Titanic Inc., a subsidiary of Premier Exhibitions Inc., was awarded ownership and salvaging rights by the United States District Court for the Eastern District of Virginia. (See Admiralty law) Since 1987, RMS Titanic Inc. and its predecessors have conducted seven expeditions and salvaged over 5,500 historic objects. The biggest single recovered object was a 17-ton section of the hull, recovered in 1998. Many of these items are part of travelling museum exhibitions.
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 relics recovered in 1987.
In a motion filed on 12 February 2004 RMS Titanic Inc. requested that the district court enter an order awarding it "title to all the artifacts (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 objects recovered in 1987, but it did request that the district court declare that, based on the French administrative action, "the artifacts raised during the 1987 expedition are independently owned by RMST." Following a hearing, the district court entered an order dated 2 July 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 items recovered since 1993 under the Maritime Law of Finds.
RMS Titanic Inc. appealed to the United States Court of Appeals for the Fourth Circuit. In its decision of 31 January 2006 the court recognized "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 artifacts", and therefore vacated that part of the court's 2 July 2004 order. In other words, according to this decision, RMS Titanic Inc. has ownership title to the objects 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.).

Possible factors in the sinking

Originally, historians thought the iceberg had cut a gash into Titanics hull. Since the part of the ship which the iceberg damaged is now buried, scientists used sonar to examine the area and discovered the iceberg had caused the hull to buckle, allowing water to enter Titanic between her steel plates.

Steel plates and iron rivets

A detailed analysis of small pieces of the steel plating from the Titanic's wreck hull found that it was of a metallurgy that loses its elasticity and becomes brittle in cold or icy water, leaving it vulnerable to dent-induced ruptures. The pieces of steel were found to have very high content of phosphorus and sulfur (4x and 2x respectively, compared to modern steel), with manganese-sulfur ratio of 6.8:1 (compare with over 200:1 ratio for modern steels). High content of phosphorus initiates fractures, sulfur forms grains of iron sulfide that facilitate propagation of cracks, and lack of manganese makes the steel less ductile. The recovered samples were found to be undergoing ductile-brittle transition in temperatures of 32 °C (for longitudinal samples) and 56 °C (for transversal samples—compare with transition temperature of -27 °C common for modern steels—modern steel would became so brittle in between -60 and -70 °C). The anisotropy was likely caused by hot rolling influencing the orientation of the sulfide stringer inclusions. The steel was probably produced in the acid-lined, open-hearth furnaces in Glasgow, which would explain the high content of P and S, even for the times.
Another factor was the rivets holding the hull together, which were much more fragile than once thought. From 48 rivets recovered from the hulk of the Titanic, scientists found many to be riddled with high concentrations of slag. A glassy residue of smelting, slag can make rivets brittle and prone to fracture. Records from the archive of the builder show that the ship's builder ordered No. 3 iron bar, known as “best” — not No. 4, known as “best-best,” for its rivets, although shipbuilders at that time typically used No. 4 iron for rivets. The company also had shortages of skilled riveters, particularly important for hand riveting, which took great skill: the iron had to be heated to a precise colour and shaped by the right combination of hammer blows. The company used steel rivets, which were stronger and could be installed by machine, on the central hull, where stresses were expected to be greatest, using Iron rivets for the stern and bow.
Perhaps more fatal to the design of the Titanic was her triple screw engine configuration, which had reciprocating steam engines driving her wing propellers, and a steam turbine driving her centre 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" manoeuvre, it simply stopped turning. Furthermore, since the centre propeller was positioned forward of the ship's rudder, the effectiveness of that rudder would have been greatly reduced. Had Murdoch simply turned the ship while maintaining her forward speed, the Titanic might have missed the iceberg with metres to spare.

Iceberg impact

It has been speculated that the ship could have been saved if she had rammed the iceberg head on. It is hypothesised that if Titanic had not altered her course at all and had collided head first with the iceberg, the damage would only have affected the first or, at most, first two compartments. This would have disabled her severely, but would not likely have resulted in sinking since Titanic was designed to float with the first four compartments flooded. Instead the glancing blow to the starboard side of the ship opened a gash along five compartments, more than the ship's designers had allowed for.

Legends and myths

Use of SOS

Despite popular belief, the sinking of 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 later died, then began to intersperse SOS with the traditional CQD call.

Titanics band

One of the most famous stories of Titanic is of the band. On April 15, Titanics 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 moved 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.
None 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." 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 song at the time.

The "Titanic curse"

When Titanic sank, claims were made that a curse existed on the ship. One of the most widely spread legends linked directly into the sectarianism of the city of Belfast, where the ship was built. It was suggested that the ship was given the number 390904 which, when read backwards in a mirror, was claimed to spell 'no pope', a sectarian slogan attacking Roman Catholics that was (and is) widely used provocatively by extreme Protestants in Northern Ireland, where the ship was built. In the extreme sectarianism of north-east Ireland (Northern Ireland itself did not exist until 1920), the ship's sinking, though mourned, was alleged to be on account of the sectarian anti-Catholicism of her manufacturers, the Harland and Wolff company, which had an almost exclusively Protestant workforce and an alleged record of hostility towards Catholics. (Harland and Wolff did have a record of hiring few Catholics; whether that was through policy or because the company's shipyard in Belfast's bay was located in almost exclusively Protestant East Belfast — through which few Catholics would dare to travel — or a mixture of both, is a matter of dispute.)
The 'no pope' story is in fact an urban legend, with no basis in fact. RMS Olympic and Titanic were assigned the yard numbers 400 and 401 respectively. The source of the story may have been from reports by dock workers in Queenstown (Cobh) of anti-Catholic graffiti that they found on Titanic's coal bunkers when they were loading coal.

Titanic in popular culture

The sinking of Titanic has been the basis for many novels describing fictionalized events on board the ship. Many reference books about the disaster have also been written since the Titanic sank, the first of these appearing within months of the sinking. Survivors like Second Officer Lightoller and passenger Jack Thayer have written books describing their experiences. Some like Walter Lord, who wrote the popular A Night to Remember, did independent research and interviews to describe the events that happened on board the ship.
Morgan Robertson's 1898 novella Futility, which was written 14 years before RMS Titanics ill-fated voyage, was found to have many parallels with the Titanic disaster; Robertson's work concerned a fictional state-of-the-art ocean liner called Titan, which eventually collides with an iceberg on a calm April night whilst en route to New York. Huge amounts of people died because of the lack of lifeboats. Both Titan herself and the manner of her demise bore many striking similarities to the eventual fate of Titanic, and Robertson's novella remains in print today as an unnerving curiosity.
Titanic has been featured in a large number of movies and TV movies, most notably:
The most widely-viewed is the 1997 film Titanic, directed by James Cameron and starring Leonardo DiCaprio and Kate Winslet. It became the highest-grossing film in history. It also won 11 out of 14 Academy Awards, tying with Ben-Hur (1959) and later, The Lord of the Rings: The Return of the King (2003) for the most awards won.
The story was also made into a Broadway musical, Titanic, written by Peter Stone with music by Maury Yeston. Titanic ran from 1998 to 2000. The 1960 Broadway musical The Unsinkable Molly Brown tells survivor Margaret Brown's life story, which included the events on Titanic. The musical was written by Richard Morris with music by Meredith Willson. A film version starring Debbie Reynolds was released in 1964.
Other media includes Titanic: Adventure Out of Time which was a 1996 computer game that took place on the Titanic. Starship Titanic was another computer game that takes place in the Hitchhiker's Guide to the Galaxy universe and was a parody of the Titanic disaster. Many television shows have also referenced the Titanic disaster. The show The Time Tunnel featured a visit to the ship on its first episode and the animated series Futurama had the cast boarding a space-faring vessel called Titanic. The spaceship was torn in half by a black hole on the maiden voyage. Other shows have also had minor references to the Titanic, for example in the show Doctor Who, the title character claimed to have been on board the ship when she sank. There was later an episode of the same popular British show, Voyage of the Damned, its 2007 Christmas special, in which the doctor was on board a re-made Space Ship Titanic. In movies like Time Bandits, Cavalcade and Ghostbusters II the Titanic has had brief appearances.
On the television drama Upstairs, Downstairs, the characters of Lady Marjorie Bellamy and her seamstress, Maude Roberts, were passengers on board the Titanic when she sank. Roberts was placed in a lifeboat and saved; while Lady Marjorie went down with the ship.
In 1982, renowned Italian singer-songwriter Francesco De Gregori released the album Titanic, featuring three songs (the titular Titanic, I muscoli del capitano and L'abbigliamento di un fuochista) that talk about the ship, as well as her passengers and crew.

Last living survivor

  • Millvina Dean, who was only two months old at the time of the sinking, is the only living survivor of the Titanic. Currently 96 years old, she has remained active in Titanic-related events and lives in Southampton, England.

Recent survivors' deaths

100th anniversary

On 15 April 2012, the 100th anniversary of the sinking of Titanic is planned to be commemorated around the world. By that date, the Titanic Quarter in Belfast is planned to have been completed. The area will be regenerated and a signature memorial project unveiled to celebrate Titanic and her links with Belfast, the city that built the ship.


See also


a. The Library of Congress and Leo Marriot's Titanic identify this as Olympic, Dr Robert Ballard's Exploring the Titanic and Daniel Allen Butler's Unsinkable: The Full Story of the RMS Titanic identify this as Titanic.


Further reading

  • Beesley, Lawrence, The Loss of the SS Titanic: Its Story and Its Lessons, by One of the Survivors (June, 1912)
  • Brander, Roy. The RMS Titanic and its Times: When Accountants Ruled the Waves. Elias P. Kline Memorial Lecture, October 1998
  • Butler, Daniel Allen. Unsinkable: The Full Story of RMS Titanic. Stackpole Books, 1998, 292 pages
  • Collins, L. M. The Sinking of the Titanic: The Mystery Solved Souvenir Press, 2003 ISBN 0-285-63711-8
  • Eaton, John P. and Haas, Charles A. Titanic: Triumph and Tragedy (2nd ed.). W.W. Norton & Company, 1995 ISBN 0-393-03697-9
  • Eaton, John P. and Haas, Charles A. Falling Star: The Misadventures of White Star Line Ships, c. 1990 W.W. Norton & Company, 1990 ISBN 0-3930-2873-7
  • Gardener, R & van der Vat, D The Riddle of the Titanic Orion 1995
  • Kentley, Eric. Discover the Titanic Ed. Claire Bampton and Sue Leonard. 1st ed. New York: DK, Inc., 1997. 22. ISBN 0-7894-2020-1
  • Lord, Walter (1997). A Night to Remember Introduction by Nathaniel Philbrick. Bantam. ISBN 0-553-27827-4
  • Lynch, Donald and Marschall, Ken. Titanic: An Illustrated History Hyperion, 1995 ISBN 1-56282-918-1
  • McCarty, Jennifer Hooper and Tim Foecke. (2008). What Really Sank the Titanic: New Forensic Discoveries. New York: Citadel Press. 10-ISBN 0-806-52895-8; 13-ISBN 978-0-806-52895-3 (cloth)
  • O'Donnell, E. E. Father Browne's Titanic Album Wolfhound Press, 1997. ISBN 0-86327-758-6
  • Quinn, Paul J. Titanic at Two A.M.: An Illustrated Narrative with Survivor Accounts. Fantail, 1997 ISBN 0-9655209-3-5
  • Wade, Wyn Craig, The Titanic: End of a Dream Penguin Books, 1986 ISBN 0-14-016691-2
  • US Coast Guard. International Ice Patrol History. Page viewed May 2006.
  • Beveridge, Bruce. Olympic & Titanic: The Truth Behind the Conspiracy
  • Chirnside, Mark. The Olympic-Class Ships
  • Layton, J. Kent. Atlantic Liners: A Trio of Trios
  • Ballard, Robert B. Lost Liners
  • Pellegrino, Charles R. Her Name, Titanic Avon, 1990 ISBN 0-380-70892-2

External links

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titanic in Afrikaans: RMS Titanic
titanic in Arabic: آر إم إس تيتانيك
titanic in Bengali: আরএমএস টাইটানিক
titanic in Bosnian: Titanic (brod)
titanic in Breton: Titanic
titanic in Bulgarian: Титаник
titanic in Catalan: Titànic
titanic in Czech: Titanic
titanic in Corsican: Titanic
titanic in Danish: RMS Titanic
titanic in German: Titanic
titanic in Estonian: Titanic
titanic in Modern Greek (1453-): Τιτανικός
titanic in Spanish: RMS Titanic
titanic in Esperanto: Titanic
titanic in Basque: Titanic
titanic in French: Titanic
titanic in Western Frisian: Titanic
titanic in Galician: RMS Titanic
titanic in Korean: RMS 타이타닉
titanic in Hindi: टाइटैनिक
titanic in Croatian: Titanic
titanic in Ido: Titanic
titanic in Indonesian: RMS Titanic
titanic in Icelandic: Titanic
titanic in Italian: RMS Titanic
titanic in Hebrew: טיטניק
titanic in Georgian: ტიტანიკი
titanic in Latin: Titanic
titanic in Latvian: Titāniks
titanic in Luxembourgish: RMS Titanic
titanic in Lithuanian: Titanikas
titanic in Hungarian: Titanic
titanic in Malay (macrolanguage): RMS Titanic
nah:RMS Titanic
titanic in Dutch: RMS Titanic
titanic in Japanese: タイタニック号
titanic in Chechen: Титаник
titanic in Norwegian: RMS «Titanic»
titanic in Norwegian Nynorsk: RMS «Titanic»
titanic in Polish: RMS Titanic
titanic in Portuguese: RMS Titanic
titanic in Romanian: Titanic
titanic in Quechua: RMS Titanic
titanic in Russian: Титаник
titanic in Northern Sami: RMS Titanic
titanic in Scots: Titanic
titanic in Simple English: RMS Titanic
titanic in Slovak: Titanic
titanic in Slovenian: RMS Titanic
titanic in Serbian: РМС Титаник
titanic in Serbo-Croatian: Titanic
titanic in Finnish: RMS Titanic
titanic in Swedish: Titanic
titanic in Tamil: டைட்டானிக்
titanic in Thai: อาร์เอ็มเอสไททานิก
titanic in Vietnamese: Titanic
titanic in Turkish: RMS Titanic
titanic in Ukrainian: Титанік (корабель)
titanic in Yiddish: טיטאניק
titanic in Chinese: 泰坦尼克号

Synonyms, Antonyms and Related Words

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