The Truth About Titanic (2013) - full transcript
This documentary lays out financial and business motives of White Star Line and its owners. Stripping away the mythology, it looks at the facts. The story focuses on the lives of the men who built Titanic and her sisters, Olympic and Britannic. It's a story of the beloved, the damned and the forgotten. Heroes become villains while some popular villains emerge with their reputations restored.
Sunday 14th April 1912...
the White Star Line's new mail
steamer 'Titanic'
is three days out
from Queenstown on
her maiden voyage
from Southampton to New York.
Radio messages warning of ice
have been arriving all day,
but 'Titanic' runs
Westward at full speed.
Before dawn breaks
on Monday morning
the great ship will be at
the bottom of the Atlantic
Ocean and more than
fifteen hundred
people will have perished.
The catastrophe truly
is titanic and will
soon become legendary,
but this is the true
story of 'Titanic'
and her sisters
"Olympic" and "Britannic."
It is a story of the beloved,
the damned and the forgotten.
One evening back in 1907
two of the most
important men in
British shipping
met in this house
in London's Belgrave Square.
The host was
Lord Pirrie, Chairman
of Harland & Wolff,
the famous Belfast
shipbuilders... his guest
was J. Bruce Ismay,
Chairman of the White
Star Line and President
of the recently formed
International
Mercantile Marine...
an American conglomerate
owned by the
multi-millionaire
banker J P Morgan.
At this time the White
Star Line was engaged
in the fiercest competition
for passengers
on the North Atlantic service.
The trade largely consisted of
the super rich, commuting to
and from America, and
the rising tide of
European migrants heading
for the new world.
By 1907 the White Star
Line, renowned for the
size and opulence of
its vessels, if not
their speed, was facing a
serious challenge from Cunard.
The British government had
given Cunard a subsidy
to build and operate
two new liners
that would outclass
all the competition.
They would be the largest
and fastest passenger
ships ever built up
to that time... they
would be called Lusitania
and Mauretania.
Ismay and Pirrie needed
to act immediately
to counter this potentially
damaging development.
And so it was, around that
Belgrave Square dinner table,
that the concept of the
"Olympic Class" liner was born.
Pirrie would build Ismay
three giant liners...
half as big again as
the new Cunarders...
and provide unprecedented
luxury and innovation.
The relationship between
Harland & Wolff...
the shipbuilder... and
White Star Line...
the operator... was
cosy to say the least.
All White Star's ships
were built by Harland
& Wolff and, in return,
they never built
a ship for a White
Star competitor.
The two chairmen,
Pirrie and Ismay,
sat on the boards of
each others companies...
their interests
inextricably linked.
Work on the design of
the Olympic class ships
started here, in the
drawing office at the
Queens Island
shipyard in Belfast.
Alexander Carlisle....
Managing Director of Harland
& Wolff... was nominally
responsible for the design,
but it was very much
Pirrie's personal project.
Given the cosy relationship
between builder and operator,
it comes as no surprise
to learn that the
ships would be built on
a "cost-plus" basis.
No contracted price... just
build them at whatever cost...
then add the profit margin.
It seems incredible to
us in today's world,
but that's how it was done.
The first and second of the
trio of massive ships,
given yard numbers 400 and 401,
were to be named
"Olympic" and "Titanic."
The Olympic Class ships,
although very large,
were in fact, rather
conventional in both
concept and construction.
Really just larger
versions of a previous
generation of White Star
liners, they employed
the box-section hull,
ten-to-one length to
beam ratio and large
bilge keels which were
the yard's trademarks.
To be sure,
there were many
innovations to attract
the wealthy and discerning...
electric lifts, telephones,
Turkish Baths,
a heated indoor swimming
pool and a state-of-the-art
mechanised gymnasium,
to mention just a few.
However, two design
features would emerge
as hugely significant
in the events which
would follow. The
900 foot hulls
were divided into
16 compartments...
each of which could
be made watertight by
closing steel doors
in the bulkheads.
These doors could
be closed locally,
by switches on the bridge,
or automatically in the
event of flooding.
The watertight
subdivision should
have made the hulls
virtually unsinkable,
but the bulkheads didn't
extend very far upwards.
This design decision
was consciously made
so as not to interfere with
the spacious passenger
areas higher in the ships.
It was calculated
that even if three of
the largest compartments
were flooded...
the ship would still float.
The second innovative
design feature was the
use of the Welin patent
davits for handling
the lifeboats. Unlike
the traditional davit,
the Welin had a geared
quadrant and was able
to lower a number of
lifeboats, one after another.
It meant, in theory
at least, that
the ships could carry lifeboats
sufficient for every
person on board.
The use of the Welin
davit anticipated
a revision of the
Board of Trade rules
for the provision of
life-saving equipment
in the latest generation
of huge liners.
As it turned out, there
was no revision of
these rules in time
to prevent tragedy.
Although half as
big again as the
Cunarders "Lusitania"
and "Mauretania,"
the Olympic ships had engines of
fairly modest power output...
46,000 horse power compared
to Cunard's 70,000.
This reflects the
decision to put comfort
and stability
before high speed.
Whereas Cunard had
employed four
state-of-the-art Parsons
steam turbines....
each driving it's own
propeller shaft...
the White Star opted
for two rather
old-fashioned
reciprocating engines....
one driving each wing
propeller... and
a single low-pressure
turbine driving
the centre propeller.
This triple screw
arrangement was considered
to be very economical...
the centre turbine
powered by steam exhausted from
the reciprocating engines.
In reality, it was already an
outmoded propulsion system...
not only less powerful
than the all-turbine
arrangement, but
less efficient too.
Where the new White Star
ships did improve on
their Cunard rivals was
in the matter of comfort,
stability and an almost complete
lack of engine vibration.
The Cunarders might dash
along at 27 knots...
but the Olympic Class ships
sailed more sedately
at 22 knots.
In view of what was in store,
perhaps that was just as well!
This vast open space is
all that now remains
of the two slipways
specially constructed
for the building of the
Olympic Class ships.
No shipyard had ever
attempted to build such
large ships.... and it required
some impressive infrastructure.
The new slips... known
as Numbers 2 & 3...
were to be spanned by a
huge gantry from which
frames and plates could
be craned into place.
The contract for building
this gantry went
to William Arrol &
Company of Glasgow.
William Arrol knew a
thing or two about the
construction of such
enormous structures....
he built the famous
Forth Bridge
and London's iconic
Tower Bridge.
The great Arrol Gantry
remained a Belfast
landmark for over
60 years, until
demolished in the 1970s.
The keel of "Olympic" was
laid on 16th December 1908...
and just over 3 months
later "Titanic's"
keel was laid on
the adjacent slip.
As the mighty hulls
gradually took shape,
the foundry produced
enormous castings of
awe-inspiring size
and complexity.
In the engine shop
work commenced on the
four-cylinder triple-expansion
steam engines
which would drive the
wing propellers.
At five stories high and
weighing nearly 200 tons each,
they remain among the largest
marine steam engines ever built.
The boiler shop produced 29
boilers for each ship...
24 double-enders with
6 furnaces each,
and 5 single-enders
with 3 furnaces each...
159 furnaces per
ship and each to be
hand fired with
shovel and slice.
On the 20th of October 1910
"Olympic," watched
by a large crowd of
invited guests and
shipyard workers,
slid gracefully down the
ways into the River Lagan.
Once completely afloat,
the pristine hull was
blown against harbour
wall, causing some
superficial damage...
the first in a series
of scrapes and incidents
which would dog the
early life of this
pioneer vessel.
During the following
six months "Olympic"
would be fitted out...
while the hull of her
younger sister
reached completion.
On the very last
day of May, 1911,
the shipyard staged a show
that would delight the world.
They launched the 'Titanic'
and then conveyed
the elite of the
invited guests
back to Liverpool
in the brand new "Olympic" ...
handed over
to the White Star
Line that very day.
A PR stunt to match
any staged in
our modern, media
conscious world!
The 18,000 workers in
the shipyard were given
a day's holiday to enjoy
the spectacle....
they were not, however,
paid for the day.
After the brief
call at Liverpool,
where the new super liner was
opened for public inspection...
entrance charges to charity...
"Olympic" sailed
on to Southampton.
Never had a ship
been the subject
of more praise and adulation.
Amid strident fanfares
of publicity she
departed from Southampton
on the 14th June;
bound for Cherbourg,
Queenstown and
New York, on her maiden voyage.
J. Bruce Ismay, chairman
of the line, was
aboard with his wife.
He sent a Marconigram
to Lord Pirrie saying:
"Olympic is a marvel
and has given unbounded
satisfaction. Once
again, accept my warmest and
most sincere congratulations."
[music]
The euphoria surrounding
"Olympic" would not last long.
Four months later,
while 'Titanic'
was still fitting
out in Belfast,
she set sail from Southampton
on another westbound crossing.
In command was Capt. E.
J. Smith, Commodore
of the White Star
Line, assisted
by Mr. Bowyer... a
Trinity House Pilot.
At the southern exit to
Southampton Water, the
ship slowed to make
the tricky turns that
would bring her around the
Bramble and into Cowes Roads.
A Royal Navy
cruiser, HMS Hawke,
was seen heading towards
Portsmouth from the West.
Confusion over headings
and intended courses
was exacerbated by a
strong suction current
generated by "Olympic's"
massive displacement,
as the two ships drew
near to each other.
In the closing moments the
Hawke's steering jammed!
The inevitable collision caused
severe damage to both ships...
"Olympic's" voyage
was cancelled
and she returned to Belfast
for extensive repairs.
Back at the shipyard
work on 'Titanic' had
to be suspended and her
place in the graving
dock given up to "Olympic."
It was an expensive setback for
White Star... the
first superliner
out of service and completion
of the second now delayed.
Some of "Titanic's" machinery,
like the starboard side
crankshaft, had to
be cannibalised for
the "Olympic" repair.
Early in 1912, the
newly repaired
"Olympic" was in trouble again.
Her port side propeller had
broken in mid Atlantic,
resulting in yet
another Belfast trip.
Again, completion of
'Titanic' was delayed...
the two sisters could
be seen side by side
for the last time.
At 6am on the morning of
the 2nd of April 1912
'Titanic' left the
Queens Island Shipyard
for her trials. Tugs
manoeuvred her out into
Belfast Lough... slipped
their lines... and
the great ship headed
for the open sea.
She steamed as far as the
Isle of Man... swung
her compasses... performed
her turning circles...
and 12 hours later
was back in Belfast.
Everything had gone
without a hitch in what
must stand for all time
as the shortest and
most perfunctory of sea trials.
Shortly after 6pm
that same day,
'Titanic' sailed for Southampton
under the command of
Capt. Edward J Smith, and
with a complement of officers
largely transferred
from "Olympic."
Capt. Smith, known by all as
"EJ", was the obvious choice.
As White Star's
senior commander
he had taken "Olympic" on her
maiden voyage the previous year.
A sociable and popular captain,
especially among the
millionaire elite,
EJ Smith was, nevertheless,
a bit of a chancer.
Over the years he'd been
involved in a number
of scrapes, groundings
and near misses...
the most recent
of which was the
disastrous collision
with HMS Hawke.
For the week before
sailing day 'Titanic' was
berthed in the Ocean
Dock at Southampton.
Originally known as
the White Star Dock,
it was actually built by
the London & South Western
Railway to accommodate the
new Olympic Class liners.
During this hectic week the new
ship was coaled, victualled
and inspected by the Board
of Trade Surveyor...
and, while all this
was going on, a
small party of men
from the shipyard...
known as the Guarantee
Group, and led by Tom
Andrews, Lord Pirrie's nephew...
was still
busy finishing off the
interior details.
Everything seemed
to be rushed and
this is not too
difficult to explain.
The Hawke collision
had seriously damaged
Olympic and delayed the
completion of Titanic.
The White Star Line was loosing
money by the day... and it hurt!
To add to an already
fraught situation
Britain was in the grip of
a national coal strike.
'Titanic' would need
to bunker around 6000
tons for the maiden
voyage and the only way
to get this quantity was
to take coal out of
other liners, like the
'Oceanic' and 'New
York' which were laid
up for the duration.
This meant double
handling of the coal...
a dirty and very
laborious business!
In the midst of this
mayhem 'Titanic'
was keeping a dark secret...
the coal in the bottom of
Bunker No 6 was on fire...
and had been since they left
Belfast. This potentially
devastating situation
was certainly never
revealed to Board of
Trade Surveyor. Had he
known, the ship would
never have been
given a certificate
of clearance to sail.
On Tuesday 9th April,
Tom Andrews wrote a
letter to his uncle, saying...
"I think she'll
do the old firm credit
when we sail tomorrow."
Neither Andrews, nor
any of the Guarantee
Group would ever
see Belfast again!
Just after noon the following
day 'Titanic' sailed.
Unlike 'Olympic's' departure
the previous summer,
it began as
a low key affair.
However as the great
ship was inched out of
the dock... something
dramatic occurred!
The displacement of the
huge hull tore the
Allan liner "New York"
from her moorings.
Another disastrous collision
seemed inevitable
until EJ stopped 'Titanic' dead
in the water. It was a close
call and was regarded
as somewhat ominous by
the superstitious crew.
Chief Officer Henry
Wilde, newly transferred
from 'Olympic'...
wrote to his sister...
"I still don't like
this ship... I have a
queer feeling about it."
With the panic over,
Titanic sailed down
Southampton Water and
into Spithead. Capt Smith,
on the bridge with that
same Trinity House
Pilot who had been with
him at the 'Hawke'
collision, must
have been glad to
be gaining the
open sea at last.
'Titanic' entered
Cherbourg Harbour
just before sunset
that evening.
The new tenders
'Nomadic' and 'Traffic'
ferried out 274
new passengers...
among them a Mrs.
Margaret Brown,
who would famously
go down in history
as "Unsinkable Molly Brown."
At noon the following
day 'Titanic' dropped
anchor off Roches Point
at the entrance to
Queenstown Harbour...
last port of
call on her passage
to New York.
Queenstown has long
since reverted
to it's proper Irish name...
Cobh,
but the 'Queenstown' days
are a poignant memory....
days when big ships carried
millions of young Irish men
and women away from their
homes... never to return.
At least one passenger
disembarked 'Titanic'
at Queenstown... Father
Francis Browne. His
uncle was the Bishop of
Cloyne and he presided
over his diocese from
the newly built
St. Colmans Cathedral high
above the town.
Father Browne, a keen amateur
photographer, took
the last ever pictures
of the 'Titanic'
before she sailed into history.
To his uncle, the
Bishop, would fall the
sad task of saying
the requiem mass
for the many lost
souls of Ireland.
[bells ringing]
Sharp at 1.30pm
'Titanic's' steam whistle
sounded and the great
ship headed for the
open Atlantic. On
board there were
now 324 First Class
passengers...
285 second... and 706 third.
In the engine rooms and
stokeholds far below,
Chief Engineer Bell had
things pretty well
under control... except
the worrying bunker
fire which still burned.
He had assigned a
small gang of trimmers to
empty the bunker of coal
and so eventually
extinguish the source.
It was not going to be a
quick and easy job, however.
The ship engines were
working up faultlessly...
first day out of Queenstown
she ran 386 miles...
second day 519...
third day 546...
75 revolutions... 21.5 knots.
By the morning of
Sunday 14th April
the ship was running
at full speed
in calm and fair weather.
At 9am an ice warning
was received
from the Cunarder "Caronia"
and over the next few hours
more warnings came in...
from the "Baltic" -
the "Amerika" --
the "Californian"
and the "Mesaba."
Each report placed the
ice directly ahead
of "Titanic's" track...
but still the
ship drove on at full speed.
At 9.30pm the lookouts
in the crows nest were
told to watch for icebergs.
An hour later
the sea temperature was
down to 31 degrees.
A passing ship was
sighted heading east...
the cargo steamer
"Rappahannock." Her signal
lamp began to flash a
message to 'Titanic'
"Have just passed
through heavy field ice
and several icebergs"
Clearly the danger
lay directly ahead.
'Titanic' replied
"Message received...thank you...
good night"
then continued on her
way at full speed.
One final attempt
to alert 'Titanic'
to the extreme danger ahead
was made by the
"Californian" at 11pm...
sadly the message
got no further than
the Marconi room
where it was rudely
interrupted: "Keep out...
shut up... you're jamming
my signal...
I'm working Cape Race." The
stage was now set for disaster.
A mere 40 minutes later
lookout Fred Fleet,
high in the crows nest,
sighted an iceberg
dead ahead.
First Officer William Murdoch...
in charge of the watch...
ordered the helm
hard-a-starboard
and swung the engine room
telegraph to FULL ASTERN.
But it was too late...
the ship struck
the ice a glancing blow
on the starboard bow.
Murdoch closed all the
water-tight doors and
the carpenter was called
to sound the ship.
It took less than 20 minutes to
assess the extent
of the damage...
the forward 6 compartments
were flooding rapidly.
Tom Andrews did some quick
calculations and
told Captain Smith
that Titanic had no more
than 2 hours to live.
Just after midnight the order
was given to prepare the boats
and muster the
passengers and crew.
The Senior Wireless
Operator, Jack Phillips,
began tapping out
the international
distress call... CQD.
The 'Frankfurt' replied...
then the 'Mount
Temple' the 'Carpathia'
and the 'Olympic.'
Later he tried the new signal...
SOS.
45 minutes later the
first boat was ready to
be lowered. It was a
little over half full!
"Titanic' was well
down by the head
and lifeboats started to leave
the ship at regular intervals.
The band assembled on the boat
deck and were playing ragtime.
The last boat to be lowered
left at five past two...
full now, as the tragedy
reached it's finale.
Just before 2.20 a.m. the stern
rose for the final plunge.
The lights failed...
and moments
later she was gone.
712 survivors were
picked up by the Cunard
steamer 'Carpathia'
just before dawn that
morning.
1502 people had
perished in the ice
cold waters of the
North Atlantic.
Three weeks after the
sinking the Board of
Trade opened its
official inquiry into the
circumstances of the wreck.
It lasted for 36 days...
the longest wreck
inquiry in history...
and during its course
some 98 witnesses were asked a
total of over 25,000 questions.
The President of the Commission
was Lord Mersey of Toxteth,
a recently retired
High Court Judge.
It might well be supposed
that such an exhaustive
inquiry left
no stone unturned
in its search
for the truth... in fact it
was a complete whitewash!
And largely concocted to get the
Board of Trade off the hook.
They were in a very
embarrassing position.
They had permitted
'Titanic' to sail with
a Certificate for 3500
passengers, but with
lifeboat accommodation
for only 1175...
less than one third!
In fact their hopelessly
out of date rules
only required 'Titanic'
to carry 16 lifeboats.
The White Star Line
were quick to point out
that they had exceeded
this requirement...
16 boats under
davits and a further
4 collapsible boats
stowed inboard.
Both parties were being
disingenuous....
The Board of Trade Rules, which
hadn't been revised in 18 years,
grouped passenger ships
by tonnage, rather
than the number of
passengers carried.
And, if this wasn't
ludicrous enough, the
upper limit for the
classification system was
for ships of 10,000
tons and above.
But 'Titanic' was over 46,000
tons... more than 4 times
the size of the Board's
highest class.
White Star were well
aware of this anomaly,
but did little or
nothing to correct it.
As they were complicit in the
paucity of life-saving
provisions,
their passengers
might at least have
expected cautious and
prudent navigation...
but the White Star Line was
equally gung-ho in this matter.
Captain E. J. Smith,
true to form, sailed
headlong into a known
danger area at full speed
and with less than
adequate lookout.
Ernest Shackleton, the
famous Antarctic explorer,
was called to give
evidence and was asked
his opinion on navigation
in the proximity of ice:
What I want you to tell
my Lord is.. do you
think it is of advantage
in clear weather
to have a man stationed
right ahead at
the stem as well as
in the crow's-nest?
Undoubtedly, when you're in the
danger zone; in the ice zone.
And supposing you were
passing through a
zone where you had
ice reported to you,
would you take precautions
as to the look-out?
Supposing you only had
men in the crow's-nest,
would you take any
other precautions?
I would take the ordinary
precaution of slowing down,
whether I was in a ship
equipped for ice or any other,
compatible with keeping steerage
way for the size of the ship.
You would slow down?
I would slow down, yes.
And supposing you were
going 21 to 22 knots,
I suppose that would
be the better reason
for slowing down?
You have no right to go at
that speed in an ice zone.
It might be supposed
that this damning
evidence alone, from
so expert a witness,
would have condemned
the White Star...
but no, like the Board
of Trade itself,
they wriggled off the hook.
Lord Mersey concluded
that the fate which
befell 'Titanic'... which was
hopelessly under-equipped
with lifeboats, and
was slammed into
an iceberg at full
speed, resulting in the
deaths of 1522 people...
was an accident
that was neither foreseeable...
nor the fault of the government
agency which certified her...
nor of the company
which operated her.
So who was to blame for the
catastrophic loss of life?
Mersey concluded that it
was Captain Stanley Lord,
master of the Leyland
Liner "Californian."
By cannibalising
and cherry-picking
largely circumstantial
evidence,
the Board of Trade
inquiry decided
that Lord's ship
was in clear sight
of the stricken
'Titanic' but made
no attempt to go
to her assistance.
Stanley Lord was the
only individual to be
censured by the court
and it was his ruin.
The discovery of the
wreck of 'Titanic'
more than seven decades later,
was to finally establish that
Lord was entirely innocent...
his evidence as given in 1912
was correct. His ship was
more than 19 miles away...
far too far
away to see or be
seen from 'Titanic.'
For Stanley Lord this
vindication came too late:
he died in January 1962.
The Board of Trade Inquiry
might have let the
White Star Line off
the hook, but in 1913
an Irishman, Thomas
Ryan, brought a civil
action against the
company for the loss of
his son... a third
class passenger.
The judgement handed down in
the High Court of Justice
was to finally damn
the White Star Line.
The navigation of 'Titanic'
was judged to be negligent.
The appalling consequences
of the sinking of 'Titanic'
shook the British shipping
industry to its foundations...
for the White Star Line it
was a potential death blow.
'Olympic' was loading
at Southampton
a few days after the disaster
when the entire complement
of firemen and trimmers,
the so-called 'black gang',
walked off the ship, refusing to
return until sufficient
lifeboats were put on board.
White Star management blustered
and threatened the men
with charges of mutiny,
but in the end they
cancelled the voyage
and gave in. More
boats were provided.
Five more round
trips to New York
were completed that
summer of 1912...
then 'Olympic'
returned to Belfast
for very major alterations.
The cellular double bottom
was extended upwards...
to 4 feet above the
load line, and the
bulkheads were also
extended upwards,
some by as much as 40 feet.
The result of this re-fit was a
ship which could
now remain afloat
with 6 compartments
flooded, and one
provided with lifeboats
for all aboard.
'Olympic' returned to the North
Atlantic service in late 1913
and White Star
desperately hoped
that they could
put the "Titanic'
behind them once and for all.
The outbreak of the
Great European War in
August 1914 largely
achieved this result.
For a while 'Olympic' continued
in commercial service,
but a year later she
was requisitioned
by the Admiralty as
a Naval Transport.
Armed with 6-inch guns and
painted in dazzle camouflage.
During her war service 'Olympic'
steamed 184,000 miles
and carried over
120,000 passengers,
both military and civilian.
She became known as the
'Old Reliable.'
When the war finally
ended, a Belfast trip
heralded another big
refit and conversion
to burn oil rather than coal.
"Olympic' was
the first of the big
liners to be converted.
During the following
decade Olympic enjoyed
her golden years.
Catering for the elite of
the Transatlantic trade,
this most elegant
of ships was a firm
favourite among royalty,
millionaires and the new stars
of the motion pictures.
It seemed that she'd
finally lived down the
reputation for ill-luck
which had dogged her
early life... and the 'Titanic'
connection was
largely forgotten.
In 1934 the British
Government forced the
financially ailing White
Star Line to merge
with its arch rival, Cunard.
It was a precondition
of public funding
to save the shipping industry.
Cunard had a mammoth new liner
on the stocks in Glasgow...
and work had stopped
for lack of funds.
The merger spelled the
end of the road for
'Olympic' which, along
with 'Mauretania', was
one of the first casualties
of the fleet rationalisation.
In this last year of her
active career, 'Olympic'
was again involved in
a serious collision.
She ran down and sank the
Nantucket Light Ship
in dense fog. Seven
men lost their lives.
It was a bad way to finish.
[drumming]
The major structural alteration
dictated by the
'Titanic' disaster
delayed the completion of the
third sister for over a year.
'Britannic' wasn't launched
until February 26th, 1914.
As well as incorporating
all the modifications
that had been carried
out in 'Olympic,'
the new ship was equipped with
extraordinary
lifeboat provision.
Clearly White Star wanted to be
seen to be doing everything
possible to avert
another disaster.
'Britannic' was still fitting
out the following year
when she was requisitioned
as a Hospital Ship.
The hasty conversion to this
role was achieved in one month.
She sailed almost
immediately for Gallipoli,
where the ill-conceived
Allied landing had
faltered with
colossal casualties.
On November 21st 1916,
outward bound on her
6th trip to the Eastern
Mediterranean,
"Britannic' struck a mine
recently laid by
a German U-Boat.
The great ship rapidly
became totally unmanageable,
taking a severe list,
and in less than one hour
had disappeared below
a calm Aegean Sea.
29 people lost their lives,
but the great majority
of those aboard,
1106 in total,
were saved.
In the aftermath of the
sinking of 'Britannic'
the German government
announced that British
hospital ships
would, henceforth,
be liable to attack.
It seems they concluded
that 'Britannic'
was illegally carrying
war material and
that this had caused
the massive internal
explosions which
reportedly followed
the detonation of the mine.
Certainly, when the
French oceanographer,
Jacques Cousteau, located
and filmed the wreck
in 1976, a gaping hole
on the port bow,
the plates blown outward,
seemed to indicate
that something inside the
ship had definitely exploded.
Looking back at the three
ships nearly a century later,
it is inevitable that the middle
sister is best remembered.
'Titanic' is probably the
most famous ship in history.
But how much of the
mythology of 'Titanic'
has any basis in truth?
Let's examine some of the
conventional wisdom.
'Titanic' was the
largest moving object
ever made by man
up to that time...
Well, actually, 'Titanic'
was exactly the
same size as her elder
sister 'Olympic.'
'Titanic' was heralded
an unsinkable ship...
but neither builder nor owner
had ever made such a claim.
The idea stemmed from
an article in the
press which described
the 'Olympic'
class ships as
"practically unsinkable."
However, once such an
ill-advised claim had been made,
White Star did nothing
to contradict it.
Captain E. J. Smith and
his crew were accorded
heroic status at the time,
especially by
the British press, which
positively wallowed
in a mixture of mawkish
sentimentality and
self-righteous
nationalistic jingoism.
The legacy of heroism
still persists to this
day... but re-examination
of the disaster
reveals a very
different picture.
Smith went down with
the ship, in the best
tradition of the service,
after extolling
his crew to "Be British"...
whatever that meant.
However, he was really
the main culprit in
the whole sorry affair.
After ignoring ice
warnings throughout
the day, he gave
no instructions to slow down,
nor to increase the lookout,
as darkness
fell and the ice-field
approached.
Instead, he went to dinner with
some of the elite
of first-class.
Fourth Officer Boxhall worked
out the "Titanic's" position,
which was then
transmitted by the
Marconi men in the
general distress call.
The accuracy of this
position was lauded
by Captain Rostron
of the "Carpathia"
and taken as an absolute by
the Board of Trade Inquiry,
but it was wrong!
The Deck Officers were
praised for their cool
command of the filling
and lowering of the
lifeboats, preventing panic and
ensuring 'women and
children first.'
But why did it
take over one hour
to launch the first lifeboat
and why did so many of the
early boats leave half-full?
The lifeboats had
capacity for 1178 people,
but only 652 people actually
left in these boats.
Lord Mersey concluded
that the third class
passengers had been
afforded proper access
to the lifeboats... but
not a single third
class passenger was
called to give evidence.
Why were more first class men
saved than third class children?
When it was all over
it became clear that
only the dead were heroes.
Those who survived
would be tainted by
'Titanic' forever.
None of the surviving
officers was ever given a
command, while J. Bruce Ismay,
Chairman of the White Star Line
and a controversial
survivor, withdrew into
reclusive obscurity.
Of course, there were
some winners. Guglielmo
Marconi, whose invention
had saved so many
from the 'Titanic,' saw the
value of his company soar.
Rufus Isaacs, the
Attorney General who
had so ruthlessly
prosecuted Stanley Lord
at the Inquiry, happened
to have a brother
on the board of the
Marconi company.... and
so a little bit of
insider trading brought
him a nice fat profit.
Two individuals
managed to escape any
connection to the
tragic affair...
and were able to continue their
prosperous and privileged lives:
John Pierpont Morgan, the man
who actually owned 'Titanic',
and William Pirrie, who
designed and built her.
'Twas ever thus!
[music]
the White Star Line's new mail
steamer 'Titanic'
is three days out
from Queenstown on
her maiden voyage
from Southampton to New York.
Radio messages warning of ice
have been arriving all day,
but 'Titanic' runs
Westward at full speed.
Before dawn breaks
on Monday morning
the great ship will be at
the bottom of the Atlantic
Ocean and more than
fifteen hundred
people will have perished.
The catastrophe truly
is titanic and will
soon become legendary,
but this is the true
story of 'Titanic'
and her sisters
"Olympic" and "Britannic."
It is a story of the beloved,
the damned and the forgotten.
One evening back in 1907
two of the most
important men in
British shipping
met in this house
in London's Belgrave Square.
The host was
Lord Pirrie, Chairman
of Harland & Wolff,
the famous Belfast
shipbuilders... his guest
was J. Bruce Ismay,
Chairman of the White
Star Line and President
of the recently formed
International
Mercantile Marine...
an American conglomerate
owned by the
multi-millionaire
banker J P Morgan.
At this time the White
Star Line was engaged
in the fiercest competition
for passengers
on the North Atlantic service.
The trade largely consisted of
the super rich, commuting to
and from America, and
the rising tide of
European migrants heading
for the new world.
By 1907 the White Star
Line, renowned for the
size and opulence of
its vessels, if not
their speed, was facing a
serious challenge from Cunard.
The British government had
given Cunard a subsidy
to build and operate
two new liners
that would outclass
all the competition.
They would be the largest
and fastest passenger
ships ever built up
to that time... they
would be called Lusitania
and Mauretania.
Ismay and Pirrie needed
to act immediately
to counter this potentially
damaging development.
And so it was, around that
Belgrave Square dinner table,
that the concept of the
"Olympic Class" liner was born.
Pirrie would build Ismay
three giant liners...
half as big again as
the new Cunarders...
and provide unprecedented
luxury and innovation.
The relationship between
Harland & Wolff...
the shipbuilder... and
White Star Line...
the operator... was
cosy to say the least.
All White Star's ships
were built by Harland
& Wolff and, in return,
they never built
a ship for a White
Star competitor.
The two chairmen,
Pirrie and Ismay,
sat on the boards of
each others companies...
their interests
inextricably linked.
Work on the design of
the Olympic class ships
started here, in the
drawing office at the
Queens Island
shipyard in Belfast.
Alexander Carlisle....
Managing Director of Harland
& Wolff... was nominally
responsible for the design,
but it was very much
Pirrie's personal project.
Given the cosy relationship
between builder and operator,
it comes as no surprise
to learn that the
ships would be built on
a "cost-plus" basis.
No contracted price... just
build them at whatever cost...
then add the profit margin.
It seems incredible to
us in today's world,
but that's how it was done.
The first and second of the
trio of massive ships,
given yard numbers 400 and 401,
were to be named
"Olympic" and "Titanic."
The Olympic Class ships,
although very large,
were in fact, rather
conventional in both
concept and construction.
Really just larger
versions of a previous
generation of White Star
liners, they employed
the box-section hull,
ten-to-one length to
beam ratio and large
bilge keels which were
the yard's trademarks.
To be sure,
there were many
innovations to attract
the wealthy and discerning...
electric lifts, telephones,
Turkish Baths,
a heated indoor swimming
pool and a state-of-the-art
mechanised gymnasium,
to mention just a few.
However, two design
features would emerge
as hugely significant
in the events which
would follow. The
900 foot hulls
were divided into
16 compartments...
each of which could
be made watertight by
closing steel doors
in the bulkheads.
These doors could
be closed locally,
by switches on the bridge,
or automatically in the
event of flooding.
The watertight
subdivision should
have made the hulls
virtually unsinkable,
but the bulkheads didn't
extend very far upwards.
This design decision
was consciously made
so as not to interfere with
the spacious passenger
areas higher in the ships.
It was calculated
that even if three of
the largest compartments
were flooded...
the ship would still float.
The second innovative
design feature was the
use of the Welin patent
davits for handling
the lifeboats. Unlike
the traditional davit,
the Welin had a geared
quadrant and was able
to lower a number of
lifeboats, one after another.
It meant, in theory
at least, that
the ships could carry lifeboats
sufficient for every
person on board.
The use of the Welin
davit anticipated
a revision of the
Board of Trade rules
for the provision of
life-saving equipment
in the latest generation
of huge liners.
As it turned out, there
was no revision of
these rules in time
to prevent tragedy.
Although half as
big again as the
Cunarders "Lusitania"
and "Mauretania,"
the Olympic ships had engines of
fairly modest power output...
46,000 horse power compared
to Cunard's 70,000.
This reflects the
decision to put comfort
and stability
before high speed.
Whereas Cunard had
employed four
state-of-the-art Parsons
steam turbines....
each driving it's own
propeller shaft...
the White Star opted
for two rather
old-fashioned
reciprocating engines....
one driving each wing
propeller... and
a single low-pressure
turbine driving
the centre propeller.
This triple screw
arrangement was considered
to be very economical...
the centre turbine
powered by steam exhausted from
the reciprocating engines.
In reality, it was already an
outmoded propulsion system...
not only less powerful
than the all-turbine
arrangement, but
less efficient too.
Where the new White Star
ships did improve on
their Cunard rivals was
in the matter of comfort,
stability and an almost complete
lack of engine vibration.
The Cunarders might dash
along at 27 knots...
but the Olympic Class ships
sailed more sedately
at 22 knots.
In view of what was in store,
perhaps that was just as well!
This vast open space is
all that now remains
of the two slipways
specially constructed
for the building of the
Olympic Class ships.
No shipyard had ever
attempted to build such
large ships.... and it required
some impressive infrastructure.
The new slips... known
as Numbers 2 & 3...
were to be spanned by a
huge gantry from which
frames and plates could
be craned into place.
The contract for building
this gantry went
to William Arrol &
Company of Glasgow.
William Arrol knew a
thing or two about the
construction of such
enormous structures....
he built the famous
Forth Bridge
and London's iconic
Tower Bridge.
The great Arrol Gantry
remained a Belfast
landmark for over
60 years, until
demolished in the 1970s.
The keel of "Olympic" was
laid on 16th December 1908...
and just over 3 months
later "Titanic's"
keel was laid on
the adjacent slip.
As the mighty hulls
gradually took shape,
the foundry produced
enormous castings of
awe-inspiring size
and complexity.
In the engine shop
work commenced on the
four-cylinder triple-expansion
steam engines
which would drive the
wing propellers.
At five stories high and
weighing nearly 200 tons each,
they remain among the largest
marine steam engines ever built.
The boiler shop produced 29
boilers for each ship...
24 double-enders with
6 furnaces each,
and 5 single-enders
with 3 furnaces each...
159 furnaces per
ship and each to be
hand fired with
shovel and slice.
On the 20th of October 1910
"Olympic," watched
by a large crowd of
invited guests and
shipyard workers,
slid gracefully down the
ways into the River Lagan.
Once completely afloat,
the pristine hull was
blown against harbour
wall, causing some
superficial damage...
the first in a series
of scrapes and incidents
which would dog the
early life of this
pioneer vessel.
During the following
six months "Olympic"
would be fitted out...
while the hull of her
younger sister
reached completion.
On the very last
day of May, 1911,
the shipyard staged a show
that would delight the world.
They launched the 'Titanic'
and then conveyed
the elite of the
invited guests
back to Liverpool
in the brand new "Olympic" ...
handed over
to the White Star
Line that very day.
A PR stunt to match
any staged in
our modern, media
conscious world!
The 18,000 workers in
the shipyard were given
a day's holiday to enjoy
the spectacle....
they were not, however,
paid for the day.
After the brief
call at Liverpool,
where the new super liner was
opened for public inspection...
entrance charges to charity...
"Olympic" sailed
on to Southampton.
Never had a ship
been the subject
of more praise and adulation.
Amid strident fanfares
of publicity she
departed from Southampton
on the 14th June;
bound for Cherbourg,
Queenstown and
New York, on her maiden voyage.
J. Bruce Ismay, chairman
of the line, was
aboard with his wife.
He sent a Marconigram
to Lord Pirrie saying:
"Olympic is a marvel
and has given unbounded
satisfaction. Once
again, accept my warmest and
most sincere congratulations."
[music]
The euphoria surrounding
"Olympic" would not last long.
Four months later,
while 'Titanic'
was still fitting
out in Belfast,
she set sail from Southampton
on another westbound crossing.
In command was Capt. E.
J. Smith, Commodore
of the White Star
Line, assisted
by Mr. Bowyer... a
Trinity House Pilot.
At the southern exit to
Southampton Water, the
ship slowed to make
the tricky turns that
would bring her around the
Bramble and into Cowes Roads.
A Royal Navy
cruiser, HMS Hawke,
was seen heading towards
Portsmouth from the West.
Confusion over headings
and intended courses
was exacerbated by a
strong suction current
generated by "Olympic's"
massive displacement,
as the two ships drew
near to each other.
In the closing moments the
Hawke's steering jammed!
The inevitable collision caused
severe damage to both ships...
"Olympic's" voyage
was cancelled
and she returned to Belfast
for extensive repairs.
Back at the shipyard
work on 'Titanic' had
to be suspended and her
place in the graving
dock given up to "Olympic."
It was an expensive setback for
White Star... the
first superliner
out of service and completion
of the second now delayed.
Some of "Titanic's" machinery,
like the starboard side
crankshaft, had to
be cannibalised for
the "Olympic" repair.
Early in 1912, the
newly repaired
"Olympic" was in trouble again.
Her port side propeller had
broken in mid Atlantic,
resulting in yet
another Belfast trip.
Again, completion of
'Titanic' was delayed...
the two sisters could
be seen side by side
for the last time.
At 6am on the morning of
the 2nd of April 1912
'Titanic' left the
Queens Island Shipyard
for her trials. Tugs
manoeuvred her out into
Belfast Lough... slipped
their lines... and
the great ship headed
for the open sea.
She steamed as far as the
Isle of Man... swung
her compasses... performed
her turning circles...
and 12 hours later
was back in Belfast.
Everything had gone
without a hitch in what
must stand for all time
as the shortest and
most perfunctory of sea trials.
Shortly after 6pm
that same day,
'Titanic' sailed for Southampton
under the command of
Capt. Edward J Smith, and
with a complement of officers
largely transferred
from "Olympic."
Capt. Smith, known by all as
"EJ", was the obvious choice.
As White Star's
senior commander
he had taken "Olympic" on her
maiden voyage the previous year.
A sociable and popular captain,
especially among the
millionaire elite,
EJ Smith was, nevertheless,
a bit of a chancer.
Over the years he'd been
involved in a number
of scrapes, groundings
and near misses...
the most recent
of which was the
disastrous collision
with HMS Hawke.
For the week before
sailing day 'Titanic' was
berthed in the Ocean
Dock at Southampton.
Originally known as
the White Star Dock,
it was actually built by
the London & South Western
Railway to accommodate the
new Olympic Class liners.
During this hectic week the new
ship was coaled, victualled
and inspected by the Board
of Trade Surveyor...
and, while all this
was going on, a
small party of men
from the shipyard...
known as the Guarantee
Group, and led by Tom
Andrews, Lord Pirrie's nephew...
was still
busy finishing off the
interior details.
Everything seemed
to be rushed and
this is not too
difficult to explain.
The Hawke collision
had seriously damaged
Olympic and delayed the
completion of Titanic.
The White Star Line was loosing
money by the day... and it hurt!
To add to an already
fraught situation
Britain was in the grip of
a national coal strike.
'Titanic' would need
to bunker around 6000
tons for the maiden
voyage and the only way
to get this quantity was
to take coal out of
other liners, like the
'Oceanic' and 'New
York' which were laid
up for the duration.
This meant double
handling of the coal...
a dirty and very
laborious business!
In the midst of this
mayhem 'Titanic'
was keeping a dark secret...
the coal in the bottom of
Bunker No 6 was on fire...
and had been since they left
Belfast. This potentially
devastating situation
was certainly never
revealed to Board of
Trade Surveyor. Had he
known, the ship would
never have been
given a certificate
of clearance to sail.
On Tuesday 9th April,
Tom Andrews wrote a
letter to his uncle, saying...
"I think she'll
do the old firm credit
when we sail tomorrow."
Neither Andrews, nor
any of the Guarantee
Group would ever
see Belfast again!
Just after noon the following
day 'Titanic' sailed.
Unlike 'Olympic's' departure
the previous summer,
it began as
a low key affair.
However as the great
ship was inched out of
the dock... something
dramatic occurred!
The displacement of the
huge hull tore the
Allan liner "New York"
from her moorings.
Another disastrous collision
seemed inevitable
until EJ stopped 'Titanic' dead
in the water. It was a close
call and was regarded
as somewhat ominous by
the superstitious crew.
Chief Officer Henry
Wilde, newly transferred
from 'Olympic'...
wrote to his sister...
"I still don't like
this ship... I have a
queer feeling about it."
With the panic over,
Titanic sailed down
Southampton Water and
into Spithead. Capt Smith,
on the bridge with that
same Trinity House
Pilot who had been with
him at the 'Hawke'
collision, must
have been glad to
be gaining the
open sea at last.
'Titanic' entered
Cherbourg Harbour
just before sunset
that evening.
The new tenders
'Nomadic' and 'Traffic'
ferried out 274
new passengers...
among them a Mrs.
Margaret Brown,
who would famously
go down in history
as "Unsinkable Molly Brown."
At noon the following
day 'Titanic' dropped
anchor off Roches Point
at the entrance to
Queenstown Harbour...
last port of
call on her passage
to New York.
Queenstown has long
since reverted
to it's proper Irish name...
Cobh,
but the 'Queenstown' days
are a poignant memory....
days when big ships carried
millions of young Irish men
and women away from their
homes... never to return.
At least one passenger
disembarked 'Titanic'
at Queenstown... Father
Francis Browne. His
uncle was the Bishop of
Cloyne and he presided
over his diocese from
the newly built
St. Colmans Cathedral high
above the town.
Father Browne, a keen amateur
photographer, took
the last ever pictures
of the 'Titanic'
before she sailed into history.
To his uncle, the
Bishop, would fall the
sad task of saying
the requiem mass
for the many lost
souls of Ireland.
[bells ringing]
Sharp at 1.30pm
'Titanic's' steam whistle
sounded and the great
ship headed for the
open Atlantic. On
board there were
now 324 First Class
passengers...
285 second... and 706 third.
In the engine rooms and
stokeholds far below,
Chief Engineer Bell had
things pretty well
under control... except
the worrying bunker
fire which still burned.
He had assigned a
small gang of trimmers to
empty the bunker of coal
and so eventually
extinguish the source.
It was not going to be a
quick and easy job, however.
The ship engines were
working up faultlessly...
first day out of Queenstown
she ran 386 miles...
second day 519...
third day 546...
75 revolutions... 21.5 knots.
By the morning of
Sunday 14th April
the ship was running
at full speed
in calm and fair weather.
At 9am an ice warning
was received
from the Cunarder "Caronia"
and over the next few hours
more warnings came in...
from the "Baltic" -
the "Amerika" --
the "Californian"
and the "Mesaba."
Each report placed the
ice directly ahead
of "Titanic's" track...
but still the
ship drove on at full speed.
At 9.30pm the lookouts
in the crows nest were
told to watch for icebergs.
An hour later
the sea temperature was
down to 31 degrees.
A passing ship was
sighted heading east...
the cargo steamer
"Rappahannock." Her signal
lamp began to flash a
message to 'Titanic'
"Have just passed
through heavy field ice
and several icebergs"
Clearly the danger
lay directly ahead.
'Titanic' replied
"Message received...thank you...
good night"
then continued on her
way at full speed.
One final attempt
to alert 'Titanic'
to the extreme danger ahead
was made by the
"Californian" at 11pm...
sadly the message
got no further than
the Marconi room
where it was rudely
interrupted: "Keep out...
shut up... you're jamming
my signal...
I'm working Cape Race." The
stage was now set for disaster.
A mere 40 minutes later
lookout Fred Fleet,
high in the crows nest,
sighted an iceberg
dead ahead.
First Officer William Murdoch...
in charge of the watch...
ordered the helm
hard-a-starboard
and swung the engine room
telegraph to FULL ASTERN.
But it was too late...
the ship struck
the ice a glancing blow
on the starboard bow.
Murdoch closed all the
water-tight doors and
the carpenter was called
to sound the ship.
It took less than 20 minutes to
assess the extent
of the damage...
the forward 6 compartments
were flooding rapidly.
Tom Andrews did some quick
calculations and
told Captain Smith
that Titanic had no more
than 2 hours to live.
Just after midnight the order
was given to prepare the boats
and muster the
passengers and crew.
The Senior Wireless
Operator, Jack Phillips,
began tapping out
the international
distress call... CQD.
The 'Frankfurt' replied...
then the 'Mount
Temple' the 'Carpathia'
and the 'Olympic.'
Later he tried the new signal...
SOS.
45 minutes later the
first boat was ready to
be lowered. It was a
little over half full!
"Titanic' was well
down by the head
and lifeboats started to leave
the ship at regular intervals.
The band assembled on the boat
deck and were playing ragtime.
The last boat to be lowered
left at five past two...
full now, as the tragedy
reached it's finale.
Just before 2.20 a.m. the stern
rose for the final plunge.
The lights failed...
and moments
later she was gone.
712 survivors were
picked up by the Cunard
steamer 'Carpathia'
just before dawn that
morning.
1502 people had
perished in the ice
cold waters of the
North Atlantic.
Three weeks after the
sinking the Board of
Trade opened its
official inquiry into the
circumstances of the wreck.
It lasted for 36 days...
the longest wreck
inquiry in history...
and during its course
some 98 witnesses were asked a
total of over 25,000 questions.
The President of the Commission
was Lord Mersey of Toxteth,
a recently retired
High Court Judge.
It might well be supposed
that such an exhaustive
inquiry left
no stone unturned
in its search
for the truth... in fact it
was a complete whitewash!
And largely concocted to get the
Board of Trade off the hook.
They were in a very
embarrassing position.
They had permitted
'Titanic' to sail with
a Certificate for 3500
passengers, but with
lifeboat accommodation
for only 1175...
less than one third!
In fact their hopelessly
out of date rules
only required 'Titanic'
to carry 16 lifeboats.
The White Star Line
were quick to point out
that they had exceeded
this requirement...
16 boats under
davits and a further
4 collapsible boats
stowed inboard.
Both parties were being
disingenuous....
The Board of Trade Rules, which
hadn't been revised in 18 years,
grouped passenger ships
by tonnage, rather
than the number of
passengers carried.
And, if this wasn't
ludicrous enough, the
upper limit for the
classification system was
for ships of 10,000
tons and above.
But 'Titanic' was over 46,000
tons... more than 4 times
the size of the Board's
highest class.
White Star were well
aware of this anomaly,
but did little or
nothing to correct it.
As they were complicit in the
paucity of life-saving
provisions,
their passengers
might at least have
expected cautious and
prudent navigation...
but the White Star Line was
equally gung-ho in this matter.
Captain E. J. Smith,
true to form, sailed
headlong into a known
danger area at full speed
and with less than
adequate lookout.
Ernest Shackleton, the
famous Antarctic explorer,
was called to give
evidence and was asked
his opinion on navigation
in the proximity of ice:
What I want you to tell
my Lord is.. do you
think it is of advantage
in clear weather
to have a man stationed
right ahead at
the stem as well as
in the crow's-nest?
Undoubtedly, when you're in the
danger zone; in the ice zone.
And supposing you were
passing through a
zone where you had
ice reported to you,
would you take precautions
as to the look-out?
Supposing you only had
men in the crow's-nest,
would you take any
other precautions?
I would take the ordinary
precaution of slowing down,
whether I was in a ship
equipped for ice or any other,
compatible with keeping steerage
way for the size of the ship.
You would slow down?
I would slow down, yes.
And supposing you were
going 21 to 22 knots,
I suppose that would
be the better reason
for slowing down?
You have no right to go at
that speed in an ice zone.
It might be supposed
that this damning
evidence alone, from
so expert a witness,
would have condemned
the White Star...
but no, like the Board
of Trade itself,
they wriggled off the hook.
Lord Mersey concluded
that the fate which
befell 'Titanic'... which was
hopelessly under-equipped
with lifeboats, and
was slammed into
an iceberg at full
speed, resulting in the
deaths of 1522 people...
was an accident
that was neither foreseeable...
nor the fault of the government
agency which certified her...
nor of the company
which operated her.
So who was to blame for the
catastrophic loss of life?
Mersey concluded that it
was Captain Stanley Lord,
master of the Leyland
Liner "Californian."
By cannibalising
and cherry-picking
largely circumstantial
evidence,
the Board of Trade
inquiry decided
that Lord's ship
was in clear sight
of the stricken
'Titanic' but made
no attempt to go
to her assistance.
Stanley Lord was the
only individual to be
censured by the court
and it was his ruin.
The discovery of the
wreck of 'Titanic'
more than seven decades later,
was to finally establish that
Lord was entirely innocent...
his evidence as given in 1912
was correct. His ship was
more than 19 miles away...
far too far
away to see or be
seen from 'Titanic.'
For Stanley Lord this
vindication came too late:
he died in January 1962.
The Board of Trade Inquiry
might have let the
White Star Line off
the hook, but in 1913
an Irishman, Thomas
Ryan, brought a civil
action against the
company for the loss of
his son... a third
class passenger.
The judgement handed down in
the High Court of Justice
was to finally damn
the White Star Line.
The navigation of 'Titanic'
was judged to be negligent.
The appalling consequences
of the sinking of 'Titanic'
shook the British shipping
industry to its foundations...
for the White Star Line it
was a potential death blow.
'Olympic' was loading
at Southampton
a few days after the disaster
when the entire complement
of firemen and trimmers,
the so-called 'black gang',
walked off the ship, refusing to
return until sufficient
lifeboats were put on board.
White Star management blustered
and threatened the men
with charges of mutiny,
but in the end they
cancelled the voyage
and gave in. More
boats were provided.
Five more round
trips to New York
were completed that
summer of 1912...
then 'Olympic'
returned to Belfast
for very major alterations.
The cellular double bottom
was extended upwards...
to 4 feet above the
load line, and the
bulkheads were also
extended upwards,
some by as much as 40 feet.
The result of this re-fit was a
ship which could
now remain afloat
with 6 compartments
flooded, and one
provided with lifeboats
for all aboard.
'Olympic' returned to the North
Atlantic service in late 1913
and White Star
desperately hoped
that they could
put the "Titanic'
behind them once and for all.
The outbreak of the
Great European War in
August 1914 largely
achieved this result.
For a while 'Olympic' continued
in commercial service,
but a year later she
was requisitioned
by the Admiralty as
a Naval Transport.
Armed with 6-inch guns and
painted in dazzle camouflage.
During her war service 'Olympic'
steamed 184,000 miles
and carried over
120,000 passengers,
both military and civilian.
She became known as the
'Old Reliable.'
When the war finally
ended, a Belfast trip
heralded another big
refit and conversion
to burn oil rather than coal.
"Olympic' was
the first of the big
liners to be converted.
During the following
decade Olympic enjoyed
her golden years.
Catering for the elite of
the Transatlantic trade,
this most elegant
of ships was a firm
favourite among royalty,
millionaires and the new stars
of the motion pictures.
It seemed that she'd
finally lived down the
reputation for ill-luck
which had dogged her
early life... and the 'Titanic'
connection was
largely forgotten.
In 1934 the British
Government forced the
financially ailing White
Star Line to merge
with its arch rival, Cunard.
It was a precondition
of public funding
to save the shipping industry.
Cunard had a mammoth new liner
on the stocks in Glasgow...
and work had stopped
for lack of funds.
The merger spelled the
end of the road for
'Olympic' which, along
with 'Mauretania', was
one of the first casualties
of the fleet rationalisation.
In this last year of her
active career, 'Olympic'
was again involved in
a serious collision.
She ran down and sank the
Nantucket Light Ship
in dense fog. Seven
men lost their lives.
It was a bad way to finish.
[drumming]
The major structural alteration
dictated by the
'Titanic' disaster
delayed the completion of the
third sister for over a year.
'Britannic' wasn't launched
until February 26th, 1914.
As well as incorporating
all the modifications
that had been carried
out in 'Olympic,'
the new ship was equipped with
extraordinary
lifeboat provision.
Clearly White Star wanted to be
seen to be doing everything
possible to avert
another disaster.
'Britannic' was still fitting
out the following year
when she was requisitioned
as a Hospital Ship.
The hasty conversion to this
role was achieved in one month.
She sailed almost
immediately for Gallipoli,
where the ill-conceived
Allied landing had
faltered with
colossal casualties.
On November 21st 1916,
outward bound on her
6th trip to the Eastern
Mediterranean,
"Britannic' struck a mine
recently laid by
a German U-Boat.
The great ship rapidly
became totally unmanageable,
taking a severe list,
and in less than one hour
had disappeared below
a calm Aegean Sea.
29 people lost their lives,
but the great majority
of those aboard,
1106 in total,
were saved.
In the aftermath of the
sinking of 'Britannic'
the German government
announced that British
hospital ships
would, henceforth,
be liable to attack.
It seems they concluded
that 'Britannic'
was illegally carrying
war material and
that this had caused
the massive internal
explosions which
reportedly followed
the detonation of the mine.
Certainly, when the
French oceanographer,
Jacques Cousteau, located
and filmed the wreck
in 1976, a gaping hole
on the port bow,
the plates blown outward,
seemed to indicate
that something inside the
ship had definitely exploded.
Looking back at the three
ships nearly a century later,
it is inevitable that the middle
sister is best remembered.
'Titanic' is probably the
most famous ship in history.
But how much of the
mythology of 'Titanic'
has any basis in truth?
Let's examine some of the
conventional wisdom.
'Titanic' was the
largest moving object
ever made by man
up to that time...
Well, actually, 'Titanic'
was exactly the
same size as her elder
sister 'Olympic.'
'Titanic' was heralded
an unsinkable ship...
but neither builder nor owner
had ever made such a claim.
The idea stemmed from
an article in the
press which described
the 'Olympic'
class ships as
"practically unsinkable."
However, once such an
ill-advised claim had been made,
White Star did nothing
to contradict it.
Captain E. J. Smith and
his crew were accorded
heroic status at the time,
especially by
the British press, which
positively wallowed
in a mixture of mawkish
sentimentality and
self-righteous
nationalistic jingoism.
The legacy of heroism
still persists to this
day... but re-examination
of the disaster
reveals a very
different picture.
Smith went down with
the ship, in the best
tradition of the service,
after extolling
his crew to "Be British"...
whatever that meant.
However, he was really
the main culprit in
the whole sorry affair.
After ignoring ice
warnings throughout
the day, he gave
no instructions to slow down,
nor to increase the lookout,
as darkness
fell and the ice-field
approached.
Instead, he went to dinner with
some of the elite
of first-class.
Fourth Officer Boxhall worked
out the "Titanic's" position,
which was then
transmitted by the
Marconi men in the
general distress call.
The accuracy of this
position was lauded
by Captain Rostron
of the "Carpathia"
and taken as an absolute by
the Board of Trade Inquiry,
but it was wrong!
The Deck Officers were
praised for their cool
command of the filling
and lowering of the
lifeboats, preventing panic and
ensuring 'women and
children first.'
But why did it
take over one hour
to launch the first lifeboat
and why did so many of the
early boats leave half-full?
The lifeboats had
capacity for 1178 people,
but only 652 people actually
left in these boats.
Lord Mersey concluded
that the third class
passengers had been
afforded proper access
to the lifeboats... but
not a single third
class passenger was
called to give evidence.
Why were more first class men
saved than third class children?
When it was all over
it became clear that
only the dead were heroes.
Those who survived
would be tainted by
'Titanic' forever.
None of the surviving
officers was ever given a
command, while J. Bruce Ismay,
Chairman of the White Star Line
and a controversial
survivor, withdrew into
reclusive obscurity.
Of course, there were
some winners. Guglielmo
Marconi, whose invention
had saved so many
from the 'Titanic,' saw the
value of his company soar.
Rufus Isaacs, the
Attorney General who
had so ruthlessly
prosecuted Stanley Lord
at the Inquiry, happened
to have a brother
on the board of the
Marconi company.... and
so a little bit of
insider trading brought
him a nice fat profit.
Two individuals
managed to escape any
connection to the
tragic affair...
and were able to continue their
prosperous and privileged lives:
John Pierpont Morgan, the man
who actually owned 'Titanic',
and William Pirrie, who
designed and built her.
'Twas ever thus!
[music]