Download drawings of the Titanic in high resolution. Drawings of the titanic

Drawings of the Titanic, a steamship of the British shipbuilding company White Star Line. The construction of a large ship took more than two years. The shipyard employed about 3,000 people. In May, one thousand nine hundred and eleven, the steamer was launched, in a solemn ceremony, into the water. In its voyage, namely in April, one thousand nine hundred and twelfth year, the liner came across a large iceberg. Exactly 160 minutes later, the ship went under water. At that time, there were two thousand two hundred and twenty-four people on board. One thousand three hundred and sixteen people are passengers and nine hundred and eight people are crew. The distance to save is seven hundred and eleven people. The rest - one thousand five hundred and thirteen - drowned.

4. height, 5330cm;
5. displacement, 52310000kg;
6. draft, 1054cm;
7. full load, 66000000kg;
8. engine (four-cylinder steam engine) - 2 pcs;
9. engine - 55000hp;
10. rotation of screws (75 rpm) - 3 pieces;
11. speed - 25 knots;
12. consumption of coal - 825000 kg / day;
13. capacity, people - 2224 (1316 passengers, 908 crew);
14. boats (capacity 59 people) - 20 pieces;

The photographic collection of Father Frank Brown contains the most important photographs of the Titanic taken during the liner's journey from Southampton to Cove.

A letter from the White Star Line that accompanied Frank Brown's first class ticket.

Titanic plan

View from the first class deck. Third class passengers are visible below. They are preparing to board the ship. If they crash, they won't stand a chance...

Upon boarding the ship, Frank Brown received this postcard as a keepsake.

Frank Brown took this photo in his cabin between Southampton and Cherbourg. Pictured is an ornate dressing table.

So the Titanic moves away from the pier, buzzing goodbye to relatives and onlookers.

While at the bow of the ship, he photographed the tugboats Hector and Neptune as they maneuvered the Titanic.

When departing from the pier, there was almost a collision with the New York steamer. It took a lot of work for the tugboats to avoid the accident.

Pictured, two tugboats are pushing the Titanic away from the New York, while the tugboat in the background is heading towards New York.

Here we see a tug pulling New York.

This is a postcard, acquired later, and reflects the atmosphere in Southampton when the big ship leaves.

This image combines human interest with the contrast of technology: photographed as the Titanic, the world's most complex ship slows down to let a sailing pilot boat pass.

As the Titanic passed Portsmouth, Frank Brown captured this image of the ship's officer walking alone on the deck.

Passengers walk on the deck.

Passengers look towards Portsmouth. The boy on the right is Jack Odell, who and his family landed in Queenstown, one of the men in the background of Major Archibald Butt, military aide to President William Howard Taft.

Inside Mr.TW McCawley's gym, a gym instructor sits at a rowing machine and William Parr, an electrician who traveled first class, sits on a strange piece of machinery. Both subsequently died.

Brown photographed this couple as they went out for an early morning walk.

Jacques Futrell is an American writer. Lost with the ship.

Six-year-old Robert Douglas Spedden spins the top, and his father, Frederick, caught the attention of other passengers.

This is the only picture taken from the radio room of the Titanic. We see Harold Bride at work. At that time it was the most advanced radio room in the world.

Second class passengers are watching the photographer. The morning air must have been cold, most people were wearing warm coats.

The last menu on the Titanic.

This photo is of the first class dining room at mealtime.

This is an interior view of the first class of the Titanic. The room conveys some idea of ​​the richness of the liner's grand interiors.

The winding path of the Titanic. So the captain checked the serviceability of the compass.

Waves crash against the board.

This picture was probably taken off the coast close to the Roche Lighthouse, on the Cape, and gives a clear impression of the entrance to Titanic Bay.

Obviously, Frank Brown could not photograph the Titanic's arrival in Queenstown, so he subsequently acquired photographs of the event from photographers friends.

This harsh view of the Titanic. The ship is anchored in the port of Cove.

This is one of the most emotional photographs. The Titanic pulls the anchor out of the water for the last time.

The last photo of the Titanic as it picks up speed on the fateful last leg of its journey.

A few more photos from the Titanic from Brown's archive.

Survivors from the Titanic.

The Titanic was a British passenger liner that sank in the North Atlantic in the early hours of April 15, 1912, after colliding with an iceberg on its maiden voyage from Southampton to New York. There were 2,224 passengers and crew on board, and more than 1,500 people died. It was one of the deadliest commercial peacetime disasters in modern history.

That is why the Titanic scheme became interesting to study. The liner was the largest ship afloat when it first entered service, and was the second of three Olympus-class ocean liners. The Titanic was created thanks to the White Star Line company.

Ship history

The Titanic was under the command of Captain Edward Smith, who did not leave the ship on that fateful day. carried some of the richest people in the world, as well as hundreds of emigrants from the UK and Ireland, Scandinavia and other European countries who were looking for a new life in the United States. The Titanic's scheme, and even more so first-class accommodation, was designed to be the pinnacle of comfort and luxury, with an onboard gym, swimming pool, libraries, high-end restaurants and luxurious cabins.

A high power radiotelegraph transmitter was available for sending passenger marconigrams and for operational use of the ship. The Titanic's schematic shows that the ship was reasonably safe thanks to advanced features such as watertight compartments and remotely activated watertight doors. And the liner also had enough lifeboats for 1,178 people - about half of the number on board and one third of the total capacity - due to outdated maritime safety regulations.

The ship carried 16 lifeboats with it, which could launch three more boats each, for a total of 48 life-saving vessels. However, on that fateful day, there were only 20 lifeboats on the liner. Four of them were collapsible, and it was difficult to launch them during the flood, this can be seen in the photo of the plan of the Titanic.

tragic circumstances

After leaving Southampton on April 10, 1912, the Titanic called at Cherbourg in France and Queenstown in Ireland before heading west to New York, her point of arrival. On April 14, four days after the crossing and about 375 miles (600 kilometers) south of Newfoundland, the ship hit an iceberg at 23:40 ship time.

The collision caused the hull plates to buckle inward on the starboard side, exposing five of the sixteen watertight compartments. By the way, the scheme of the Titanic was such that it could only survive four floods. Meanwhile, passengers and some crew members were evacuated in lifeboats, many of which were only partially loaded. A disproportionate number of men remained on board due to the "women and children first" rule for loading lifeboats.

At 2:20 am, the Titanic broke apart and sank with over a thousand people on board. A little less than two hours after the sinking, the liner "Carpathia" arrived, on board of which about 705 survivors were raised.

The disaster was met with shock and outrage around the world at the loss of many lives and the failure of regulatory and operational action. Public investigations in the UK and the US have led to significant improvements in maritime safety. One of their most important legacies was the creation in 1914 of the International Convention for the Safety of Life at Sea (SOLAS), which still governs relationships at sea. In addition, several new wireless regulations have been adopted around the world to learn from many mistakes.

The liner itself was discovered only in 1985 (more than 70 years after the disaster), during a military mission United States, and to this day remains on the seabed. The ship was divided by an iceberg into two large parts and into a large number of breakups at a depth of 12,415 feet (3,784 meters). Thousands of artifacts have been found and are on display in museums around the world.

The Titanic has become one of the most famous ships in history. The memory of him, and the schematic of the Titanic in particular, is maintained by numerous works of popular culture, including books, folk songs, films, exhibitions, and memorials. This ship is the second largest cruise ship in the world, surpassed only by the hospital ship Britannic. The last survivor of the Titanic was Millvina Dean, who was only two months old at the time. She passed away in 2009 at the age of 97.

The design and layout of the ship "Titanic"

The liner had a length of 882 feet 9 inches (269.06 meters) with a maximum width of 92 feet 6 inches (28.19 meters). Its total height, measured from the base of the keel to the top of the bridge, was 104 feet (32 meters). It was such a huge ship "Titanic" that had dimensions.

All three Olympic class ships had ten decks. And eight of them were intended exclusively for passengers.

The layout of the decks of the Titanic is very interesting today. Despite the fact that the liner was built at the beginning of the 20th century, designers still find inspiration for cruise ships in it.

rescue

The first deck in terms of the ship "Titanic" was intended to accommodate boats. It was here that in the hours of the wreck, boats were lowered into the Atlantic Ocean to save life.

And also there was a bridge and a felling. These structures were at the front end, in front of the captain's and officers' quarters. This structure stood 8 feet (2.4 meters) above the deck and extended to either side to steer the ship during docking.

The wheelhouse was directly behind the bridge.

The plan of the decks of the Titanic shows that the entrance to the front staircase of the first class and the gymnasium were located amidships along with the roof of the hall.

And on the back of the level were a smokehouse roof, business cabins, and a relatively modest second-class entrance.

The wood-covered deck was divided into four separate walks: for officers, first-class passengers, engineers, and second-class passengers, respectively.

Thanks to the cutaway layout of the Titanic, you can see that the lifeboats lined up on the sides of the deck, except for the first class area where there was a gap so the view wasn't spoiled.

Promenade

This deck extended the entire length of the superstructure, 546 feet (166 meters). This was reserved exclusively for first class passengers. On the level, cabins, a smoking room, a place for reading and writing, and Palm Springs North could be found.

Third zone

The next in the scheme of the decks of the Titanic is the pavement. It was the upper load-bearing area and the highest level of the hull. There were more first-class passenger quarters here, with six luxurious cabins and private waterfronts.

The À La Carte Restaurant and Café Parisien provide sumptuous dining for First Class passengers. Both establishments were run by subcontractors and their staff. Unfortunately, they all died in the crash.

And also on this deck were the second-class smoking room and the antechamber.

The raised side of the ship was in front of the bridge, where there was a main hatch for cargo holds, numerous pieces of equipment and anchor hulls.

Place of death

In the plan of the Titanic, you can find that in the aft part there was a raised carousel deck 106 feet (32 meters) long, used by third-class passengers for walking. It was there that many of the passengers and crew members met their death.

Shelter Deck

It was the highest deck, and it was uninterrupted from bow to stern.

The backdrop served as part of the third-class embankment.

The crew cabins were placed lower than predicted, and third-class public quarters were below deck. Between them were most of the first-class cabins and a second-class library.

The salon was dominated by three large public rooms - a VIP reception room and dining rooms for the first and second.

Open space was provided for third class passengers.

And there were also cabins on this deck with berths for firefighters. They were located in the bow.

This was the highest level achieved by the ship's watertight bulkheads (though only eight of the fifteen).

Upper deck

This level was mainly used to accommodate third class passengers. And also there were cabins for cooks, sailors, stewards and trimmers. Along the entire length of the deck ran a long passage, which was called Scotland Yard - a reference to the famous street in Liverpool.

The Scottish Road was used by third class passengers and crew members.

middle deck

It accommodated second and third class passengers and several crew departments. And also there was a dining room, a swimming pool, a Turkish bath and a nursery.

Lower deck

Already by the name it is clear that this level was the most extreme. The cabins in this part had the lowest portholes, just above the waterline.

A squash court was located here, along with a mobile post office where letters and parcels were sorted and posted when the ship docked.

Food was also stored here.

The level was divided at several points by partial decks above the boiler, engine and turbine rooms.

Kubrick and the top were at the lowest level of the ship, below the waterline. The decks were used as cargo space, while the top—the inner bottom of the ship's hull—provided a platform that housed the ship's boilers, engines, turbines, and electrical generators.

This area of ​​the ship was occupied by the engine room and boiler rooms, which passengers were forbidden to see. All machinery was connected to the higher levels of the ship and flights of stairs.

Two spiral staircases near the bow provided access to other decks.

What was the Titanic?

The interiors of the Olympic-class ships were divided into 16 main compartments separated by 15 bulkheads that extended well above the waterline. Eleven vertically closing watertight doors could close the compartments in the event of an emergency.

The open deck of the ship was made of pine and teak, and the interior ceilings were covered with granulated cork to combat condensation.

Above the decks were four funnels, each buffed with black tops (although only three were functional - the last was a dummy set up for aesthetic purposes as well as kitchen ventilation), and two masts, each 155 feet (47 meters) high. height. These structures supported derricks for workloads.

The rudder was very large, 78 feet 8 inches (23.98 meters) high and 15 feet 3 inches (4.65 meters) long, weighing over 100 tons. To move it, special devices were required. Two steering steam engines were installed, although only one was in use at a time, with the other kept in reserve. They were connected to a short tiller via stiff springs to isolate the steering motors from any impact in rough seas or during rapid changes of direction. As a last resort, the cultivator could be moved by ropes connected to two steam capstans. Capstans were also used to raise and lower the ship's five anchors. All these moments are perfectly visible in the photo of the Titanic scheme.

Water, ventilation and heating

The ship was equipped with its own station, which is able to heat and pump water to all parts of the ship through a complex network of pipes and valves.

The main supplies of water were taken on board while the Titanic was in port, that is, before it sailed. But in an emergency, the ship could also create fresh water from sea water, although this was not an easy process, as the distillation plant quickly became clogged with salt deposits. Therefore, we tried to stock up as much as possible in advance.

A network of isolated air ducts was controlled by electric fans located throughout the ship. This made it possible to quickly heat the premises. Of course, the first class cabins were equipped with additional electric heaters.

Radio communication

The Marconi company provided its latest equipment for the ocean liner station, with a capacity of 5 kilowatts.

The Titanic's radiotelegraphy equipment (then known as wireless telegraphy) was leased to the White Star Line by an international maritime communications company, which also provided two of its employees, Jack Phillips and Harold Bride, as operators. The service maintained a 24-hour working day, primarily sending and receiving passenger telegrams, as well as processing navigation messages, including weather reports and ice warnings.

The radio communication room was located on the boat deck, in the officers' quarters. Soundproof, or whatever called, the quiet room was located next to the operating room. The radio communications included loud equipment, including a transmitter and a motor generator used to generate alternating current.

The operators' living quarters were adjacent to the work office. The ship was equipped with a modern (at that time 5-kilowatt) rotary spark transmitter operating under the radio call sign MGY. And communication was carried out using Morse code.

This transmitter was one of the first Marconi installations. It was he who gave the "Titanic" a characteristic musical tone that can be easily distinguished from other signals. The transmitter was one of the most powerful in the world and was guaranteed to broadcast within a radius of 350 miles (563 kilometers). For transmission and reception, an elevated T-antenna was used, which covered the entire length of the ship. The normal operating frequency was 500 kHz (600 meters), however the equipment could also operate on the "short" wavelength of 1000 kHz (300 meters) which was used by small craft with closer and smaller antennas.

Many experts have tried to draw a diagram of the collapse of the Titanic. But due to the fact that there are many versions about the crash, it is no longer possible to say exactly what happened.

Attempts to recreate

There have been several proposals and studies for a project to create an accurate ship based on the Titanic. An attempt by South African businessman Sarel Gaus was abandoned in 2006. And in 2012, the project of Australian businessman Clive Palmer, known as Titanic II, was announced.

A Chinese shipbuilding company started construction in January 2014 to create a precision ship. The ship is planned to retain many of the original features, such as the ballroom, dining room, theatre, first-class cabins, economy cabins and swimming pool.

Tourists will be able to live on the liner during their stay at the resort. It will be permanently docked to land. It is also planned that the ship will show an audio-visual simulated dive so that passengers can experience the story of the Titanic wreck.

The Olympic liner was related to the famous ship. The interior decoration of the dining room and the main staircase are made in the same style and created by the same craftsmen. Large parts of the interior of the Olympic were later sold and are now in the White Swan Hotel, Alnwick, giving an idea of ​​what the interior of the Titanic looked like.

The anniversary of the most famous maritime disaster in the history of mankind is approaching. The name of the ship that a hundred years ago left the port of Queenstown in Ireland on its last voyage has become a household word. This disaster has become one of the most popular topics in popular culture, a huge number of books have been written, many films have been shot. The story of the wreck of the ship "Titanic" has left a huge mark on world culture.

Now, after a hundred years (a sufficient period in my opinion), we can soberly assess and analyze the significance of the Titanic and its tragic end for the modern world. To do this, it is enough to recall some facts from his history. Now a lot of information about the Titanic has become available, tireless researchers continue to look for new facts and evidence.

For such an event as the centenary of the death of the "greatest" ship in history, I would like to time a series of posts. I will not try to reveal the secrets of the death and short life of the Titanic, but I will try to provide detailed information and collect various sources so that you can form a picture for yourself. "Titanic" excites the imagination of people for a long time, but many of them do not know individual facts or even entire episodes from the history of this ship. I will try to divide into several thematic posts to bring what I myself partly learned only recently. Starting work on this post, I studied and read a lot of information about the Titanic. By the way, have you ever wondered why the Titanic excites the world so much. The fact of his tragic and somewhat mysterious crash? A great engineering idea and its unparalleled embodiment for that time? Or maybe we are still interested in the fate of people? I will try to include a little bit of everything in my post and then maybe I will be able to answer these questions.

As you know, the history of such a bold and large project for its time as the Titanic begins long before its first voyage. Up to this point, the main work on the design and construction of the ship has been done. So in the first post I will write exactly about this "prehistory" of the ship, namely how it was possible to bring such a bold project to life.

The story of the Titanic begins on a warm, summer evening in 1907, when a luxury car pulled up outside the Belgravia mansion, also known as Downshire House. The chauffeur opened the door for Mr. and Mrs. Ismay, who were here to dine with Laure James Pirrie. Hrzyayin at home was Mr. Ismay's business partner and also chairman of the Harland & Wolff shipbuilding company. Mr. Bruce Ismay himself was the managing director of one of the largest companies - operators of transatlantic and cruise routes of ocean liners - White Star Line. Bruce Ismay was seriously concerned. The fact is that the exact technical characteristics of the new ships of the White Star competitor's company, the Kunard company, have recently come to him. One such new ship was the Lusitania, a huge passenger ship that was set to break existing speed records on her maiden voyage across the Atlantic. The ship's speed was over 26 knots, almost as fast as that of Cunard's recently awarded Blue Ribbon-of-the-Atlantic ship, the Mauritania. Both of these vessels exceeded 230 meters in length and had a carrying capacity of more than 40,000 tons. In terms of luxury, the Lusitania surpassed all ships in the North Atlantic.

White Star Line had no chance of competing with such a ship. All this greatly disturbed Bruce Ismay, and expressed his concerns to Lord Piria. He thought for a while and then proposed an excellent plan - to build three ships of a similar design at his shipyard, which would become the largest (30 meters longer than the Lusitania, the most luxurious and comfortable in the world. Speed ​​faded into the background, but nevertheless should was enough to cross the Atlantic in a week. Their names had to reflect all these qualities and therefore it was decided to call them: "Olympic", "Titanic" and Britannic. "The largest was to be the Titanic with a carrying capacity of 46 tons, 270 meters Just recently, just four years ago, a new deep dock was built at the Harland and Wolf shipyard in Belfast, capable of taking huge ships.Ismay and Pirrie quickly moved from idea to drawing board.The entire staff of Lord Pirrie's company worked on building a real project while the Harland & Wolff shipyard began converting three construction sites into two to build a 66m (220ft) in height, the portal (metal supporting structure), the largest in the world.

James Pirie

Bruce Ismay

The main criteria in the design of the undercarriage of the ships were reliability, efficiency and a fairly smooth ride. The Titanic was equipped with a multi-stage steam turbine that rotated the central (steering) propeller and two four-cylinder piston engines that transmitted the movement to the side propellers. The rated power of this power plant was 50,000 liters. s., but the power of 55,000 liters could also be developed. With. At full speed, the Titanic could go at a speed of 24-25 knots. Initially, the project provided for three pipes to remove steam from the boilers, but then, in order to make the ship more impressive, a fourth pipe was added to the profile - for ventilation of the kitchen and other rooms.

Titanic engine diagram

At Harland & Wolf, as I already wrote, hard work began on the creation and refinement of new liners. A team of the best designers of the company in parts, on huge sheets of paper, drew the design of the ship. Wooden templates were then created from these drawings. The photo above shows the two drawing offices where the plans for Titanic, Olympic and Britannic were prepared. The company tried to create the most comfortable working conditions, for example, high ceilings and large windows in these rooms to allow natural light to enter.

The original layout in proportion for the Titanic and its "brother" the Olympic.

The group of designers and design engineers was led by a talented young engineer, Thomas Andrews. His uncle, Lord Pirii, ran Harland & Wolff, but Thomas made the company's promotion himself. The first three months he worked in the carpentry department, then a month as a furniture maker, and after that he went to work on ships for two months. Thomas spent the last eighteen months of his five-year work as an apprentice in the design department. In 1901, after 12 years of apprenticeship, he became a building manager for the company, and in the same year was admitted to the Board of Naval Architects. In 1907, Thomas became the chief executive of Harland and Wolff.

It was Andrews who became the chief designer of the Titanic and led the so-called "warranty group" recruited from the best employees of the company in various fields of activity, who knew the ship best of all and were supposed to ensure the operation of all systems during the first voyage. The best of the best, who belonged to different segments of the population but united by a common goal - to ensure the normal operation of all mechanisms and components of the ship. All members of the guarantee group, including Andrews himself, perished in the sinking of the Titanic. According to eyewitnesses, Andrews showed heroism during the crash, helping passengers into the boats, throwing sun loungers from the promenade deck into the water so that passengers who were in the water could use them as life rafts, while he did not even try to escape.

Returning to the design features of the Titanic, it is worth saying that its hull was divided into 16 compartments by fifteen watertight partitions. The watertight doors separating the compartments could be activated manually, either by a system that monitors the rise in the water level on the deck, or by an electromagnet that could be controlled from the navigation bridge. As soon as the switch was clicked on the navigation bridge, the electromagnets turned off and the doors automatically "fell", thus blocking the passages between the compartments. Even if two adjacent compartments or four located in different parts of the ship were filled with water, the ship remained buoyant.

The Titanic had eight steel decks, of which only four were the length of the entire ship. They were located one above the other and were designated by the letters: A, B, C, D, E, F, G.
The interior of the ship was characterized by luxury and attention to detail never seen before in shipbuilding. The title "Floating Palace" Titanic received by right. As conceived by the designers, the first class, for example, was to have a huge lounge, a smoking room, a large reception hall, two palm courts (verandas), and a reading room. The dining saloon was to occupy three decks in height and end with a glass dome.

A first class passenger could use a large gym, squash rooms, a swimming pool (a novelty for that time, the only ship on which he appeared was the Titanic's twin brother, the Olympic) with heated sea water. Having finished sports exercises, passengers could relax in the Turkish bath, where they could take a full course of spa treatments. Those who wished could even get a haircut, because a barbershop worked on the Titanic. There was even a photo lab on board the ship, where amateur photographers from among the passengers could develop their pictures. Passengers bored during the day could go to the library with a large selection of modern and classical literature. Anyone could send a message to their friends, relatives or business associates by wireless telegraph.

Gym

reading room

reading room on the Titanic's twin brother, the Olympic

In the end, you could just relax in your cabin. Still, after all, a first-class cabin was no worse than a room in the most expensive hotel of that time. Wrought iron beds, wash basins with hot and cold water, elegant decor in the style of Louis XIV, Tudors or Queen Anne - everything depended only on the tastes of the owner of the cabin. Instead of portholes, the cabin had large windows, and fireplaces were installed instead of steam radiators. The most luxurious and exclusive cabins cost up to $4,000. This can roughly be compared with 50 thousand at the modern rate. Such apartments had their own promenade deck. Each such room included two bedrooms, a living room, a bathroom and an entrance hall.

Slightly less but not too luxurious and tasteful were the second-class cabins. In principle, in terms of comfort and luxury, they could be compared with the first class of any other ship in the North Atlantic. Passengers in this class also had access to the smoking room, dining room and library on the upper deck. For second class passengers, there was an electric elevator on their deck that descended to the promenade deck (there were three for first class). An elevator was also designed from one of the lower, F decks, to the upper boat deck. Elevators were also new on ships.
Even third-class passengers felt quite comfortable. Clean, spacious enough cabins and quality food distinguished the third class. It was not particularly necessary to huddle in cabins and they were calculated depending on the number of people (a whole cabin was allocated for individual families).

The interior of the Titanic

Bedroom in first class cabin. Photo taken by one of the passengers, Father Brown

The smoking room and dining room of the Titanic were distinguished by special luxury and chic. The walls in the smoking room were sheathed in mahogany, the chairs were upholstered in leather and stood on a floor of marble tiles. The interior of this place emphasized its status as a stronghold of masculinity and wealth. It seemed that in this hall they could only look at watches from gold chains, the smoke of only expensive cigars should hover in the air, and only the voices of railway magnates, owners of international publishing houses and stock exchange millionaires should be heard.

The Titanic's dining room was very spacious and seated up to 550 people. Its decoration was distinguished by a special style. Its walls were finished in light walnut, large window niches were drawn with silk curtains. It was surrounded by a Louis XIV style balustrade, the tables were set with tablecloths of spotless white linen, served with silver and set against them were oak chairs upholstered in green leather. Next door was the Café Parision, a sun-drenched veranda of climbing plants, with wicker chairs at small tables. On D deck, there was a huge first-class restaurant with white walls, stucco ceilings and alcoves. It was entered through a spacious hall, the walls of which were also decorated with white panels with carvings in the style of the times of King James I of England, and a huge and very beautiful colored carpet lay on the floor. Two decks below, on deck F, there was a third-class restaurant in the center of the ship, and in front of it, on the starboard side, were an amazing pool measuring 10x5 meters, and a Turkish bath complex with gilded relaxation rooms.

Dining room

First class restaurant
Of course, perhaps the most striking example of the approach of the creators to the interior of the Titanic is its front staircase. At the top of the stairs, a large clock with bronze figures of Honor and Glory crowning Time was built into the walnut wall.
Under all this splendor at the very bottom, in the boiler rooms of the ship, 29 steam boilers were installed - each weighing 100 tons, which were heated by the heat of 159 fireboxes. Coal stoves heated water in boilers to produce steam. The steam was then fed to piston engines. As soon as steam entered one of the four cylinders of the engine, the necessary force was generated to rotate one of the propellers.
By the way, from the very beginning, during the design on the Titanic, the most advanced fire-fighting system for that time was provided.

And the last thing that is probably worth mentioning when talking about the design stage of the Titanic is the number of boats. It was equipped with sixteen lifeboats, about 10 meters long, which were designed for 76 people. It is easy to calculate that a discrepancy between the number of seats in the existing boats and the number of passengers and crew members immediately crept in here. A minimum of 48 boats would have been required to rescue all passengers from the Titanic. In fact, the total capacity of the Titanic's boats was sufficient to accommodate 1,178 people. Perhaps this was the most terrible flaw in the design of the ship. The reduction in the number of boats, as is well known, was done in order to increase the space on the promenade deck. The most interesting thing is that the Titanic was equipped with life-saving equipment absolutely without violating the safety standards in force in those years. The number of boats on a ship was determined not by the number of passengers, but by the tonnage of the ship. According to these requirements, the Titanic was supposed to have a volume of life-saving equipment equal to 274 cubic meters, which was enough to accommodate 962 people.
That's probably all that can be said about the design features of the Titanic and its design. In continuation of the post, I will try to write a detailed history of its construction and entry into the maiden voyage.
Thank you for reading all this) I hope you liked it and you were able to learn something new for yourself.

Cross section of the Titanic.

The open boat deck housed 20 lifeboats. In its front part there was a navigation bridge, 58 meters away from the bow of the vessel. On the bridge there was a wheelhouse with a steering wheel and a compass, immediately behind it was a room where navigation charts were stored. To the right of the wheelhouse were the navigational cabin, the captain's cabin and part of the officers' cabins, to the left - the rest of the officers' cabins. Behind them, behind the front pipe, is the cabin of the radiotelegraph and the cabin of the radio operator.

Longitudinal section of the Titanic.

(heavy blue line indicates the height of the watertight bulkheads)

• A nasal tip
• A-B cargo compartments
• B-C cargo compartments
• C-D baggage and mail compartments
• K-L compartment for reciprocating steam engines
• L-M steam turbine compartment
• M-N compartment of the main dynamos
• N-P shafting tunnels
• After bulkhead R aft end

P On the boat deck was Deck A, 150 meters long. Almost all of it was intended for first class passengers. In front of her were 34 cabins, and behind them were numerous common areas, including a reading room, a smoking room and halls. Along the sides are promenade decks.

H and the next deck, marked with the letter B, housed 97 suites for 198 class I passengers, then a salon, restaurant, class I kitchen. At the bow, B Deck was interrupted to form an open space above C Deck, and then continued as a 37-meter bow superstructure with anchor handling equipment and mooring arrangements. The Titanic had three anchors in the bow with a total weight of 31 tons. To transport one of them to the shipyard, 20 pairs of horses had to be harnessed. Two anchors were fixed in hawsers along the sides in the bow, and the third - a spare - was on the forecastle. Its descent and ascent was provided by a special anchor crane. As in the bow, deck B aft was interrupted by the open space of deck C, which served as a promenade deck for passengers of class III, and continued with a 32-meter aft superstructure - the aft bridge.

D next was deck C, the first of four decks, stretching across the ship from bow to stern. In its front part, under the forecastle deck, there were anchor winches for servicing the two main side anchors, there was also a galley for the crew and a dining room for sailors and stokers. Behind the bow superstructure there was a class III promenade deck 15 meters long, the so-called inter-superstructure deck, and behind it - a wide superstructure 137 meters long with 148 class I cabins. On this deck were the office of the voyage manager and the information office, where passengers' telegrams were received for sending by wireless telegraph. There was also an isolated promenade deck and a class II library. The 15-meter aft inter-superstructure deck followed again, and behind it, under the aft superstructure deck, there was the main entrance to class III living quarters, located on the lower decks in the aft part of the vessel. Behind the entrance was equipped with a smoking room and other class III common areas.

AT the front of the D deck housed living quarters for 108 stokers. A special spiral ladder connected this deck directly to the boiler rooms, so that the stokers could leave for their jobs and return without passing by the cabins or saloons intended for passengers. This was followed by another isolated class III promenade deck, followed by a block of class I cabins. There was a class I saloon 25 meters long with an impressive staircase and a class I restaurant 34 meters long, followed by a kitchen. Closer to the stern was another kitchen that served classes I and II, and behind it was a number of ship's hospital rooms and cabins for medical personnel, a dining room and 38 class II cabins. The aft part of this deck was intended for class III passengers.

AT the front of deck E were living quarters for 72 porters and 44 sailors. Further along the entire length of the deck were cabins of II and III classes and cabins of stewards and mechanics.

AT the first part of the F deck housed the cockpits of 53 third-shift stokers, 64 class II cabins and the main class III living quarters, stretching for 45 meters and occupying the entire beam of the ship. This deck had two large saloons and a class III dining room, ship's laundries, a swimming pool and Turkish baths.

P Aluba G ran along the entire length of the vessel, and captured only the bow and stern, between which the boiler rooms and engine rooms were located. The bow of this deck, 58 meters long, was two meters above the waterline, gradually lowered towards the center of the vessel and at the opposite end was already at the level of the waterline. There were rooms for 45 stokers and oilers and 26 cabins for 106 III class passengers. The rest of the area was occupied by the luggage compartment for passengers of the 1st class, the ship's mail and the hall for the ball game. Behind the bow of the deck were coal bunkers that occupied six watertight compartments around the chimneys. Behind them were two compartments with steam pipes for reciprocating steam engines and a turbine compartment. This was followed by the aft deck G, 64 meters long with warehouses, pantries and 60 cabins for 186 passengers of class III, which was already below the waterline. Deck G B It was the lowest deck, on which passengers and crew members were accommodated. So, decks A-G could accommodate 1034 Class I passengers, 510 Class II passengers and 1022 Class III passengers, a total of 2566 people. Some cabins could be either Class I or Class II, or Class II or Class III. These figures give an idea of ​​the extent of residential use.

H and the ship also had premises for the crew, and these were 75 people of the so-called deck department, which included officers and doctors, 362 people in the engine room and 544 people in the service department, including the flight manager and senior stewards.

P One deck G was the flooring of the second bottom of the vessel, like deck G, divided into front and rear parts of the same length. Both of them were assigned mainly for the transported cargo, and one room served as a giant refrigerator.

E even lower, about one and a half meters above the keel, was the second bottom. It occupied nine-tenths of the length of the ship, not capturing only small areas in the bow and stern. Boilers, reciprocating steam engines, a steam turbine and electric generators were installed here. All this was firmly fixed on steel plates. The remaining space was used for cargo, coal and potable water tanks. In the engine room section, the second bottom rose 210 centimeters above the keel, which increased the protection of the vessel in the event of damage to the outer skin. In the middle part of the ship, along both sides above the second bottom, wide steel strips of side keels 60 centimeters long stretched for 100 meters. Under the second bottom was only the outer bottom of the vessel. The space between it and the flooring of the second bottom, the so-called double-bottom space, was divided by transverse and longitudinal partitions into 46 waterproof chambers.

AT The entire hold of the Titanic was divided by 15 transverse bulkheads into 16 large watertight compartments. Bulkheads, marked from bow to stern with the letters A to P, rose from the second bottom and passed through four or five decks: the first two and the last six reached deck D, seven bulkheads in the center of the ship reached only deck E. All watertight bulkheads were so strong, that they had to withstand the significant pressure that could arise if the ship got a hole.

P The first two bulkheads in the bow and the last in the stern were solid. All the rest had airtight doors that allowed the crew and passengers to move between compartments. On the flooring of the second bottom of the ship in bulkhead K there were the only doors that led to the cold store. On deck G, there were no doors in the bulkheads, and on decks F and E, almost all bulkheads had pressure doors connecting the rooms used by passengers. All these doors could be pushed both remotely and manually from the deck to which the bulkhead reached, using a device located directly on the door. To close such doors on the passenger decks, a special key was required, which was available only to the senior stewards.

AT bulkheads from D to O, directly above the second bottom in the compartments where the machines and boilers were located, there were 12 vertically closing doors. With the help of an electric drive, they were controlled from the navigation bridge. When these doors were open they were held by latches. In case of danger or accident, or in the case when the captain or watch officer deemed it necessary, the electromagnets, on a signal from the bridge, released the latches and all 12 doors fell under their own gravity and the space behind them turned out to be hermetically closed. If the doors were closed by an electric signal from the bridge, then it was possible to open them only after removing the voltage from the electric drive.

AT the ceiling of each compartment, which was hermetically sealed, was a spare hatch, usually it led to the boat deck. Those who did not have time to leave the room before the doors closed could climb its iron ladder.

H and the Titanic had 16 main compartments below deck, separated by bulkheads that ensured horizontal tightness. Only the flooring of the second bottom of the ship from the steam turbine compartment to the stern and from the first bulkhead A to the bow was watertight. The rest of the decks were not airtight. They had a mass of hatches, ladders and shafts, including elevators, through which water could enter any compartment and reach the upper decks. Despite this shortcoming, the design of the vessel was such that when any two compartments were filled with water, it was kept afloat and could not sink even if the first four compartments were flooded. Seemed to be extremely secure.

H and the Titanic had three propellers and a combined propulsion system. It consisted of two groups of four-cylinder reciprocating steam engines, which drove two three-bladed side propellers, each weighing 38 tons, and a low-pressure steam turbine that rotated a four-blade middle propeller weighing 22 tons.

Z the registered power of steam engines and turbines was 50,000 kw, but in reality it reached at least 55,000 kw, which made it possible to reach speeds of more than 23 knots. The turbine was located in the fifth watertight compartment in the stern of the vessel. In the next compartment, closer to the bow, there were steam engines, then six compartments were occupied by 24 double-flow and 5 single-flow boilers that produced steam for the main machines, turbines, generators and auxiliary mechanisms. The diameter of each boiler was 4.79 meters, the length of the two-flow boilers was 6108 meters, the length of the single-flow boilers was 3.57 meters. Each double-flow boiler had six fireboxes, while the single-flow boiler had three fireboxes. The Titanic was equipped with four auxiliary machines with generators, each with a capacity of 400 kilowatts, which produced a current of 100 volts. Next to them, there were two more generators of 30 kilowatts each.
O a huge ship like the Titanic had to have enough electricity. 10,000 light bulbs, 562 electric heaters, primarily in Class I cabins, 153 electric motors, including electric drives for eight cranes with a total lifting capacity of 18 tons, four cargo winches with a lifting capacity of 750 kilograms, were connected to the distribution network. Electricity provided the operation of fans in the boiler rooms and engine rooms, four elevators for passengers, each for 12 people, of which three served class I passengers and one class II, and a large number of telephones. In addition to the main telephone lines connecting the bridge with the bow, stern, engine room, watch post on the forward mast and other important areas, the Titanic had a switchboard with 50 lines that provided communication with other rooms and posts of the ship. Electricity also fed the five-kilowatt generator of the Marconi wireless telegraph station, electrical appliances in the gym, dozens of machines and appliances in the kitchens, heaters and refrigerators.

H Hell, the decks of the Titanic were dominated by four elliptical tubes. The diameter of each of them was 7.3 meters, a size sufficient for the passage of two locomotives side by side. The distance between the upper edges of the pipes and the keel reached 53.5 meters. The first three pipes removed smoke from the boiler furnaces, and the last one, located above the turbine compartment, served as an exhaust fan. A pipeline was connected to it for ventilation of the ship's kitchens. Even more than the pipes, the front and rear masts rose. Both masts were made of steel, and the upper part was made of teak wood. On the front mast, at a height of 29 meters above the waterline, there was an observation post, the famous "crow's nest". It was possible to get to it by a metal ladder located inside a hollow mast, the entrance door to which was at the level of pipe C. At a height of 15 meters above the pipes, the antennas of the ship's radio station were stretched between both masts.

P just before noon, the Titanic's signal bell rang out and the ship's horn echoed far over Southampton Bay, announcing that the largest ship in the world was setting sail. Friends and relatives of passengers, journalists, photographers and other visitors hurriedly said goodbye, exchanged wishes and rushed ashore. The port officials were the last to leave the ship. Literally before the ladder was raised, several belated stokers rushed in with sailor suitcases over their shoulders and began to demand to let them on board. The sergeant at the gangplank refused to let them on deck. With a decisive gesture, he interrupted the discussion, the ladder was removed, and the latecomers remained on the shore, continuing to protest noisily. To the end of their days, these people were probably grateful to the unknown sergeant, who, thanks to an adamant sense of duty and discipline, did not allow them to step on the last gangway connecting the Titanic to the pier, and thereby literally saved their lives.

H Some time later, the pilot George Bowyer arrived on board. As soon as he stepped on deck, a flag was hoisted from the mast, announcing his presence. The pilot then introduced himself to Captain Smith, who was on the bridge. Bowyer was called "Uncle George" by captains of ships that came to Southampton. He was one of the most famous figures in the port, where his ancestors served as pilots for generations. He himself began service at the age of twelve, sailed ships for more than thirty years, and the White Star Line always resorted to his services when one of his ships went to sea or returned. After a short conversation with the captain, the pilot went to make sure that everything was ready and that the officers were in place: the senior and second mates on the forecastle, the first mate on the stern, the third on the stern bridge, the fourth on the navigation bridge at the engine telegraph, ready to transmit the commands of the pilot and the captain to the engine room, the fifth assistant on the navigation bridge at the telephone. A whole crew was prepared on the quay to release the mooring lines: fifteen people at the bow and fifteen at the stern of the Titanic.

To as soon as Captain Smith was informed that the last gangway had been removed and secured, the pilot set to work. His command "Get tugboats" was given by the fifth assistant captain by telephone to the bow and stern. Soon a report was adopted that the command had been completed. A faint trembling of the hull indicated that deep below the decks the machines were working. More commands from the pilot followed. On the quay, they handed over the mooring lines that fastened the bow and stern to the powerful bollards, and the sailors quickly selected them, wrapping them around the windshield. Then the tugs set to work. The long hull of the Titanic, centimeter by centimeter, began to move away from the pier. Finally, the pilot commanded: "Small forward!" On the navigation bridge, the fourth assistant to the captain turned the handle of the ship's telegraph, a bell rang in the engine room, and two side propellers began to rotate. The Titanic went to sea, on her first and last voyage:

Z and complex maneuvers of departure were observed by hundreds of passengers who were on the promenade decks of the Titanic, and thousands of people on the shore. And then something happened that could have ended very sadly. The steamboats New York and Oceanic stood in the harbor against the wall. At the moment when the Titanic passed the New York and the bows of both ships were almost on the same line, six steel cables with which the New York was moored York", suddenly stretched and there was a strong crack, similar to shots from a revolver, and the cables burst. Their ends whistled in the air and fell onto the embankment into a frightened, fleeing crowd. The freed "New York", as if under the influence of an unknown force, stern forward, began to irresistibly approach the Titanic. The sailors on the deck of the New York, urged on by the shouts of the officers, rushed to the stern, ready to hit the side of the Titanic at any moment and began to throw the fenders overboard. Captain Smith immediately ordered the cars to be stopped Here one of the tugs, which a minute ago helped the Titanic move away from the pier, hurriedly bypassed the New York from the side of the embankment, secured the cable thrown to it from the deck and tried to pull the ship back to the shore with all the power of their machines. New York didn't stop there. Despite the futile efforts of the small tug, she continued to slowly move towards the Oceanic at anchor. Its bow, meter by meter, approached the ship. Only then, with the help of another tugboat, did they manage to drag the New York to the parking lot.

P After avoiding a collision with the New York, the Titanic's engines started working again, and it began to slowly approach the exit from the harbor. As he passed the Oceanic, the dramatic situation was repeated. The thick ropes with which the Oceanic was moored taut like strings. The ship was approaching the Titanic with such force that it could be seen that it was listing. This time, fortunately, the cables held. After that, the Titanic was heading for the waters of Southampton Bay. The crew and passengers were animatedly discussing the exciting event they had witnessed. The Titanic was moving along the bay at low speed. At the entrance to the strait separating the coast of South England from the northern shores of the Isle of Wight, he slowed down even more, turning to the right, bypassed the Calshot Spit, entered the rather narrow and shallow Thorn Channel, passed the buoys that marked dangerous shoals, and at a speed of only a few knots changed course to the left, to the east, along the northern coast of the Isle of Wight.

AT about the second half of the day, the Titanic passed the English Channel. There was a slight breeze blowing and the sea remained almost calm. The sun flooded the decks with light, but it was quite cold. However, this did not prevent many passengers, seated in sun loungers on the promenade decks, from spending time in pleasant conversation. As the sun sank below the horizon, the coast of France came into view, the great lighthouse at Cape Ag and the long breakwater that protected the entrance to the port of Cherbourg. Cars stalled on the Titanic, and two auxiliary ships of the White Star Line company, Nomadic and Traffic, approached its board, delivering new passengers and bags of mail.

P the coast of Ireland came into view the next day after dinner. The engines again stopped moving in order to take on board an Irish pilot a few miles from Queenstown. Then slowly, constantly measuring the depth, the Titanic moved to the port and anchored about two miles from the coast. As in Cherbourg, shortly after stopping, two auxiliary ships approached the Titanic, the ladder was lowered, and the ship took on board the last 130 passengers, their luggage and almost 1,400 bags of mail. Short stop was used by journalists and photographers. Captain Smith received them very graciously and allowed them to inspect the ship, which was in the interests of the company.

R At half-past one, a whistle blew, and all the guests left the liner. While the small ships retreated to a safe distance, the ladders and anchor were raised on the Titanic, its propellers spun again. Now on the decks of the liner were all the participants in the first voyage, a total of 2201 people. The crew consisted of 885 people, of which 66 were deck crew, 325 were engine crew and 494 service personnel, including 23 women. Eight ship's musicians were included in the list of passengers of the II class. After leaving Queenston, the number of passengers on the Titanic was 1316 people: in class I - 180 men and 145 women (including 6 children), in second class - 179 men and 106 women (including 24 children) and in class III - 510 men and 196 women (including 79 children). This meant that class I accommodations were 45 percent occupied, class II cabins 40 percent, and class III cabins 70 percent.

"T Titanic "headed west and began to increase speed. He was accompanied by flocks of hungry gulls, attracted by the remnants of food and other waste that fell into the water. All afternoon, the Titanic walked along the southern coast of Ireland at a distance of four to five miles from the coast, rounding southwestern Cape Fastnet Rock and after sunset was in the waters of the second largest ocean on Earth.

H and the second day of sailing on the evening of Thursday, April 11, the Titanic sailed at a speed of 21 knots through the dark and cold waters of the Atlantic Ocean. Passengers on the brightly lit decks had fun, admiring the excellent equipment of the ship and its stability, and paid tribute to the almost inaudible operation of the engines.

At On the morning of April 12, a pink disk of the sun suddenly appeared on the distant horizon. It slowly rose to the sky, illuminating the boundless greenish water plain with its rays. And on the fourth day of the voyage, on Saturday, April 13, complete calm reigned on the deck of the Titanic. The weather was perfect, comfort and luxury as promised: The days were running too fast. Every morning the Titanic's bell sounded that breakfast was served in the restaurants, and the stewards brought passengers willing to pay a few shillings a twelve-page copy of the Atlantic Daily Bulletin.

AT Sunday morning April 14 promised another pleasant day. Shortly after breakfast, the captain, accompanied by the chief mate, flight controller, chief engineer, chief steward and chief doctor, began to inspect the ship. This solemn procedure, during which the captain and heads of individual services, dressed in full dress, walked throughout the ship from bow to stern and from the uppermost deck to the lower, was performed on similar flights every Sunday. At 11 o'clock, those of the passengers who wished this, gathered in a class I restaurant for worship. It was the captain's privilege to see him off. In his calm, even voice, E. J. Smith recited prayers, religious chants sounded to the music of the ship's band.

To As soon as the service ended, the stewards began to prepare the restaurant for dinner. In the middle of the spacious and bright hall stood the captain's desk. He liked to dine and dine in the company of passengers. It was considered an honor to be invited to his table. This Sunday the weather was as good as the previous days. The sea was calm, a light breeze was blowing, visibility was excellent. This morning they bred steam in the reserve boilers. The machines worked well, and Ismay and Smith were confident that the Titanic would do better than its sister ship, the Olympic, had done on its maiden voyage a year before. During the day, the Titanic sailed at a speed of 21 knots, and for many seasoned passengers, the constant increase in speed did not go unnoticed. Everyone was sure that the Titanic would anchor in the port of New York on Tuesday evening.

AT the second half of Sunday afternoon passed just as calmly as the previous days of sailing. But one change did happen - it got noticeably colder, and as the evening approached, it became even colder. It was the same clear weather with almost complete calm, but the speed of the ship created an unpleasant cold wind, protecting itself from which the few passengers who still dared to remain on the open decks wrapped themselves in warm coats. The rest preferred to go indoors or on closed promenade decks.

T It was only about eleven o'clock that the halls, restaurants, and smoking parlors began to empty. The orchestra performed farewell excerpts from Jacques Offenbach's opera The Tales of Hoffmann. And only in the smoking room of the first class on deck A did a few young night owls remain. It suddenly got colder, and some of the passengers, before going to bed, turned on the electric radiators in their cabins. But the night was extraordinarily beautiful.

And Of the twenty-nine boilers of the Titanic, twenty-four were working, more than at the beginning of the voyage. When the Titanic went to sea, there were 6,000 tons of coal in her bunkers, and she absorbed about 101 tons in a four-hour shift. In the engine room, mechanics listened to the progress of the turbine and reciprocating machines, the slightest deviation from the normal rhythm should not have passed their attention.

At for several days, the Titanic radio station received messages from ships passing near the Great Newfoundland Bank, which drew attention to an unusually large accumulation of icebergs, which turned out to be much further south than it used to be at this time of year. Each such message, after being received, was transmitted to the watch officer, and then to the navigational cabin. However, on Sunday, April 14, the situation looked much more serious.

X The bridge watches on Sunday were distributed as follows: from 10 a.m. to 2 p.m. the watch was held by First Officer Murdoch, until 6 p.m. by Chief Officer Wilde, until 10 p.m. by Second Officer Lightoller, and then again by Murdoch. The junior officers took over the watch in the following order: from 12 o'clock to 4 o'clock in the afternoon - third mate Pitman and fifth mate Lowe, from 4 to 6 pm - fourth mate Boxhall and sixth mate Moody. Then from 6 to 8 p.m. Pitman and Lowe and from 8 p.m. to midnight Boxhall and Moody.

P the eleventh hour of the evening was approaching. In the "crow's nest" Reginald Robinson Lee looked closely at the horizon. Suddenly it seemed to him that far ahead he saw a light haze. He soon realized that he was wrong. Fog noticed and Frederic Fleet . Haze or light fog in areas of drifting icebergs is common, but very difficult to see at night. Low fog creeping over the surface of the water at night is dangerous primarily because it can often only be seen from a great height, for example, from the Crow's Nest, but not from the bow superstructure or bridge, from where it is impossible to distinguish where the horizon line ends and the firmament begins, since both are equally black. The watch officer Murdoch, who watched the sea from the bridge in front of the ship, was at a height of twenty-three meters above the surface of the water, while the watchmen in the "crow's nest" were six meters higher. Therefore, it is quite understandable that Murdoch did not see what Lee and Fleet saw, otherwise an experienced officer like him, in deteriorating visibility, would probably call the captain and offer to slow down. But Murdoch saw nothing, and there were no warnings from the crow's nest. Even during the day, light fog significantly reduced the likelihood of timely detection of a drifting iceberg. At night it became even more difficult.

O However, the Titanic, the largest and most luxurious ship in the world, at about 11 pm on April 14, 1912, was crossing the North Atlantic in the area of ​​​​drifting ice at a speed of 21, and maybe 21.5 knots. The arrows on the bridge showed 23 hours 39 minutes. The two lookouts, Fleet and Lee, continued to peer from the foremast at the fog-shrouded horizon: the fog seemed to thicken, it became more and more clear. Suddenly Fleet saw something even darker than the surface of the ocean right in front of the ship's bow. For one or two seconds he peered into this dark shadow, it seemed to him that it was approaching and growing.

• We have ice! - he shouted and immediately hit the bell hanging in the "crow's nest". Three blows were a signal, meaning that there was some object directly on the course. At the same time, he rushed to the telephone connecting the "crow's nest" with the bridge. Sixth mate J.P. Moody responded almost instantly.
• Ice right up your nose! Fleet shouted.
• Thank you,” Moody replied (his polite answer would later become part of the legend), hung up the phone and turned to the officer of the watch, Murdoch, who had come running from the first wing of the bridge and was alarmed by the blows of the bell.
• Ice right up your nose, sir,” Moody repeated the ominous news he had just heard.

M Erdok rushed to the telegraph, put his handle on "Stop!" and immediately shouted to the helmsman: - Right rudder! At the same time, he transmitted to the engine room: - Full back!

P about the terminology that existed in 1912, the order "Right of the rudder" meant turning the stern of the ship to the right, and the bow to the left. The helmsman, Robert Hitchens, put all his weight on the handle of the steering wheel and began to quickly rotate it counterclockwise until he felt the steering wheel stop in its extreme position. Moody's sixth mate reported to Murdoch: Right rudder sir!

AT At that moment, two more people came running to the bridge - the helmsman Alfred Oliver, who was also on watch, and junior officer J.G. Murdoch pressed the lever that turned on the system for closing watertight doors in the bulkheads of boiler rooms and engine rooms, and immediately gave the order to the helmsman: - Left rudder!

BUT in the "crow's nest" Frederick Fleet, as if hypnotized, looked at the dark and ever-increasing silhouette. "Titanic" at high speed by inertia moved forward. It took an eternity before its bow began to slowly turn to the left. The block of ice was inexorably approaching on the starboard side, rising above the deck of the bow superstructure. At the last second, she went past the bow and slid along the side of the ship. It seemed to both watchmen in the "crow's nest" that the "Titanic" still managed to miss the iceberg. The bow had already turned 20 degrees to the left, when the ship shuddered slightly and from below, from under the right cheekbone of the mighty hull, there was a rattle. that in the "crow's nest" they did not feel a push at all, only heard a faint creak.

H but in reality everything was different and much more tragic. It was almost impossible to prevent a collision. Subsequent experiments with the Olympic showed that it took about 37 seconds to change course the way the Titanic did at the time of the collision, that is, by 22 degrees or two points on the compass. During this time, a ship traveling at a speed of about 21 knots will move forward about 430 meters, and if you take into account the few seconds while the order to change course was given, the true distance will be 460 meters. In all likelihood, this was the distance between the iceberg and the Titanic at the moment when Fleet saw it and transmitted a message to the bridge.

H and on the Titanic's boat deck, all the lifeboats were already uncovered. Second Officer Lightoller approached Chief Officer Wild for permission to lower the boats to deck level. Wild considered such a move premature. But the lightoller had a different opinion and, believing that there was little time left, he went straight to Captain Smith. He allowed the boats to be thrown overboard. A few minutes passed, and Lightoller again asked the elder if it was possible to start landing. Wild refused a second time. Lightoller again went in search of the captain. The noise of the escaping steam was so strong that the second officer, putting his hands to his mouth, was forced to shout in the captain's ear: - Wouldn't it be better, sir, for the women and children to go down into the boats? The captain just nodded his head in agreement. Lightoller ordered the boat N4 to be lowered to the level of deck A and, together with a group of passengers, went down, believing that it would be easier to land from there.

P Gradually, the unbearable rumble of steam coming out of the boilers finally subsided. Compared to what it was a few minutes ago, a terrible silence reigned over the Titanic's boat deck, despite the very lively bustle around the lifeboats. And at that moment, everyone suddenly realized that something unreal was happening: music was playing! The ship's band, conducted by Wallace Henry Hartley, gathered first in the spacious Class I hall, where passengers crowded, waiting for further developments. Bright light and familiar melodies, especially ragtime, helped to a great extent to calm down and relieve increased nervousness and tension. Then eight musicians moved to the boat deck at the entrance to the main staircase and continued the impromptu concert.

P At about half past midnight, the first boats began to fill up with women and children. Many women hesitated, they did not yet consider the situation so dangerous as to leave the seemingly safe deck of a huge steamer and go into small boats hanging on ropes above the black abyss of the ocean at a height of more than twenty meters. Others did not want to leave their husbands. So far, there were no signs of panic anywhere, no screams or running around. The passengers stood quietly on deck, watching the work of the crew preparing the boats, and awaiting orders. Suddenly, one of the officers appeared, apparently Lightoller, and shouted: - Women and children get into the boats, men step aside! From the starboard side, the launching of lifeboat N7 was led by First Officer Murdoch. Women and children, with the help of crew members, could hardly overcome the space separating the deck from the side of the suspended boat. Boarding was slow, most passengers still hesitant.

AT while on the boat-deck and elsewhere in the great vessel the course of events accelerated, George Thomas Rowe, the helmsman, continued to keep watch on the stern bridge. From the moment he saw an iceberg an hour ago, terribly close to the ship, he did not talk to anyone, did not receive any instructions from anyone and did not know anything. It was only with amazement when he saw a lifeboat on the water not far from the starboard side that he decided to call the navigation bridge and ask what happened. On the other end of the line was fourth mate Boxhall, who was literally pissed off by the question. But it soon became clear that Rowe had simply been forgotten, and Boxhall ordered him to immediately arrive on the navigation bridge and bring flares. Rowe went down a deck to the pantry, picked up a tin box containing a dozen rockets, and went forward.

BUT in the wheelhouse, Phillips, a radiotelegrapher, continuously transmitted distress signals, recorded the responses of the ships, answered their questions and clarified the initial information. Bride there for a time served as a liaison between the wheelhouse and the navigation bridge. Captain Smith came in from time to time. At the beginning, he counted on the help of the Olympic, which had all the necessary equipment for such a rescue operation, but it soon became clear that this was unrealistic. The ship was 500 miles from the Titanic. It was too far. Even at too high a speed, it could not come before the Titanic sank.

H and the boat deck continued to lower the lifeboats. When third mate Pitman invited the women to board boat N5, fifth mate Lowe joined him. Almost only Class I passengers gathered around the boat. When there was no longer a single woman left nearby, the third assistant, Pitman, allowed several men to get into the boat. On the starboard side of the boat deck, during the entire time of the launch of the boats, the rule was in effect: women and children sit down first, but when they were no longer nearby or they did not dare to sit down, and there were empty seats in the boats, they could be occupied by men. On the port side, the categorical Lightoller was not so favorable to men, he basically did not let them into the boats.

At second mate Lightoller on the port side, a serious problem suddenly arose - a lack of people who could lower the boats. The deck crew of the Titanic, in addition to the captain and seven officers, consisted of 59 sailors. Some of them were busy at the davits, where their number decreased with each lowered boat, some were busy with other things - for example, opening windows on deck A. In addition, ten minutes ago, Lightoller sent the boatswain with six sailors down to open the ports from the port sides in front of the cargo hatch N2. Lightoller wanted the women and children of Class III, who were still on the lower decks, to board the launching boats from there. The boatswain Nichols and six sailors left and were never seen again. Most likely, in the bow of the ship, they were suddenly covered by gushing water, and they all died. When Lightoller calculated how many people he was missing, it turned out that with each successive boat he could send a maximum of two if he wanted to ensure continuous evacuation of passengers.

AT zero hours 55 minutes, when the lifeboat N5 was preparing to launch on the starboard side, Lightoller began to lower the lifeboat N6. But he had only one sailor left to service the hoists. As long as the lifeboats were being launched, flares were fired from the Titanic. After all the missiles were fired, it became clear that the Titanic was doomed, and even the biggest optimists, who still believed in her unsinkability, sobered up.

P as the huge ship slowly sank into the water, the officers strove to hasten the launch of the boats, since no one knew exactly how much time remained. Having collected a large amount of water in the hold, the Titanic began to roll to the port side, and a meter-long gap formed between the lifeline of the boat deck and the sides of the boats.

AT while boat N13 was being launched from the starboard side, boat N14 was being prepared for launching on the port side under the direction of the fifth mate Lowe. Almost two hours had passed since the collision with the iceberg, most of the lifeboats had already been launched, and on the boat deck, where discipline had so far been managed without any problems, the situation began to deteriorate. A crowd of third-class passengers climbed out of the hold, and many of them were horrified by the sight of a heavily tilted deck and empty davits. The stewards and other members of the team formed a cordon around the last lifeboats, through which only women and children were allowed to pass, but the tension grew every minute.

W boat N14 was quickly filled with women and children, mostly from class III, who had just now found themselves on the boat deck. The lifeboat was already almost full when sixth mate J.P. Moody, who was standing at a distance, noticed that five lifeboats had already been lowered from the port side, but none of them had officers, so at least one of them should get into boat N14. Moody invited Lowe to sit down, while he himself decided to wait for the next one.

M Every one and two o'clock in the morning on April 15, 1912, when most of the Titanic's lifeboats had already been launched, dozens, perhaps hundreds of signals from ships filled the air south of Newfoundland, responding to desperate calls for help, relentlessly transmitted by Jack Phillips. The station at Cape Reis transmitted a message to the continent about a collision with an iceberg of the largest ship in the world. From the moment this message was picked up by young radio operator David Sarnoff on the roof of Wananamen's trading house in New York, it spread like an avalanche across the US and Canada. The logs of radiotelegraph operators of passenger ships recorded the events of the terrible maritime tragedy minute by minute.

P After the flooding of boiler room N5 in the next four boiler compartments towards the stern, the stokers made every effort to maintain steam pressure so that the pumps could work and power generation was maintained. Darkness on a huge ship, with more than eight hundred passengers still on the decks even after most of the boats were lowered, would have caused panic and commotion. When the collision occurred, many stokers, off watch, before being ordered to go to the boiler rooms, saw on the boat deck preparations for the launching of boats, the embarkation of women and children, and the departure of the first lifeboats. It was clear to them that the situation was very serious. They told their friends about what they saw. Nevertheless, the stokers went down deep into the hold, into the most dangerous and terrible room on the sinking ship, and worked there until the last minute.

O At about 1 hour and 20 minutes, water began to penetrate between the steel sheets of the floor of boiler room N4. She arrived quickly, although the pumps were running at full capacity. There was nothing left but to put out the fire in the furnaces and leave this room.

AT 2 hours 5 minutes on the boat deck it was the turn of the collapsible boat D. To launch it, the davits, released after the launch of the boat N2, should have been used. Boat D was moved to the edge of the deck, its canvas sides were raised and secured with racks, and then quickly hung on the davits. Second mate Lightoller had already started loading women and children into it.

W ate already three o'clock in the morning. The Titanic tipped to port, and its bow was already sinking deeper and deeper. Through the large round windows on deck C, water poured in and flooded the luxurious first class cabins. In deserted salons, restaurants and halls, crystal chandeliers were burning, now hanging at a strange, unnatural angle, and where only four hours ago hundreds of people in tuxedos and ladies in black toilets were enjoying life, dead silence reigned. In the long corridors, only occasionally were the hasty steps of one of the crew members and passengers running to the open boat deck.

FROM take away passengers, first of all III class, and a significant part of the crew members were afraid to leave the ship. Most of them, mostly third-class passengers again, were not told what they should do.

P after boat D was launched on the Titanic, only two collapsible boats A and B remained. Both were fixed on the roof of the officers' quarters in front of the first chimney. Like boats C and D, they had to be lowered from the davits on which boats N1 and N2 had hitherto hung. First of all, it was necessary to move them to the davits.

To Captain Smith walked around the boat deck and from time to time shouted into a megaphone to keep the lifeboats that were launched into the water away from the ship. He knew they weren't fully loaded and wanted them to pick up some more victims who would inevitably have to seek refuge in the cold water. But none of the boats answered his calls. The fear of what would happen when the ship went under water was stronger. Around the same time, mechanics appeared on the boat deck. Water was already flooding the forward deck superstructure, compartments in the hold were filled one by one, and the stern was rising higher and higher. It was clear to everyone that the final act of the tragedy was coming.

AT eight musicians of the ship's orchestra, wearing life jackets, did not leave the place that they had taken more than an hour earlier on the boat deck at the entrance to the main staircase. All this time, they tirelessly played melodies that used to cheer up and create an atmosphere of calm and carelessness, but now they helped to overcome anxiety and drive away the oppressive feeling of growing fear. When Captain Smith allowed the crew to leave the ship, Wallace's bandleader Henry Hartley signaled. The sounds of cheerful ragtime ceased, and the majestic melody of "Autumn", one of the hymns of the Anglican Church, began to sound. Solemn sounds floated over the empty decks of the largest ship in the world, plunging into the black abyss.

To When, at three o'clock in the morning, the ban on men from III class to go on the boat deck was lifted, a huge crowd poured out of the hold, in which there were many women who had remained with their husbands, brothers or acquaintances until that moment. The water had already flooded the forward part of the boat deck, and these people, in complete desperation, retreated further and further aft. Meanwhile, thousands of tons of sea water were pouring into the hold. The bow of the Titanic sank more and more, but it happened slowly, in fact, continuing for two hours now. However, at about 2:15 a.m., a sudden change occurred, heralding an inevitable end. The bow suddenly dropped sharply, the ship noticeably moved forward, and a powerful wave swept along its bow. At this point, the Titanic looked like a huge diving submarine. The stern, in turn, slowly rose, a mass of water gushing through the bow superstructure, flooding the bridge, the roofs of the officers' quarters and washing away all the collapsible lifeboats. The wave washed out to sea Captain Smith, who had been seen on the bridge a few seconds earlier with a megaphone in his hand, Chief Officer Wild, First Officer Murdoch, Sixth Officer Moody, eight band members, many crew members and passengers.

T the sinking Titanic was still lit. Even in the part that was already under water, light continued to burn in the windows of the cabins and on the promenade decks, and a phantasmagoric radiance flickered through the layer of water. The slope of the hull reached 45 degrees, the bow fell faster and faster, and the stern lifted higher and higher. Suddenly all the lights went out and the ship disappeared into the darkness. Suddenly it once again lit up for one instant with a dazzling flash, and the light went out forever. At the same time, there was a rolling thunder coming from the hold. It was steam engines, boilers that were torn off the foundation and collapsed on the bow bulkheads of watertight compartments. The lightened stern began to rise sharply, while the bow, where a huge mass of steam engines and boilers was added to thousands of tons of water, began to sink just as quickly.

To When the roar stopped, the stern of the Titanic rose almost vertically above the surface of the water. For a few seconds, the Titanic froze, and then its hull began to sink rapidly. It wasn't long before the water closed over the aft flagpole. Third mate Pitman, who was in boat No. 5, looked at his watch: it was 2:20 am on April 15, 1912. The agony of the largest and most beautiful ship in the world, the most perfect of all that man has created to conquer the ocean, is over. The ocean won...

2 hours 17 minutes. The bow part plunged into the water, the first pipe collapsed. A large wave moves aft and washes away the navigation bridge, superstructures with officers' quarters and a glass dome over the main staircase.

H the axial part went under water, the second pipe breaks off. The stern rises at an angle of 45 degrees, and the keel experiences huge overloads.

2 hours 18 minutes. The hull breaks, the third and fourth pipes collapse. The stern is immersed in water, and after the keel is broken, both parts of the vessel are separated from each other.

H the axial part sinks to the bottom, the stern sinks into the water. A large amount of debris falls to the bottom.

2 hours 19 minutes. The front part of the stern is filled with water and the mechanisms that have shifted onto it, becomes almost vertical and rotates around its axis. After about a minute, she disappears underwater.

AT 2 hours 20 minutes , "Titanic" disappeared into the depths of the ocean, but now, the tragedy of this night has reached a climax. Horror seized hundreds of men, women and children who fought for life on the surface of the water, covered with all sorts of debris. It was a futile struggle. All these unfortunates gradually lost their strength in the icy water, the piercing cold fettered their bodies, and they died one by one.

And Captain Smith is known to have ordered lifeboat commanders to stay close. He hoped that if there were places in the boats, they would pick up those who were in the water. This last order of the captain of the Titanic was not carried out. The boats moved away from the Titanic for fear that they could be pulled into a powerful whirlpool that would occur after the ship went down, or if the boilers exploded, flying debris would cover them. Therefore, when people began to jump from the decks - at first there were few of them - only a few reached the boats. When, in the last critical minutes, hundreds of passengers immediately left the ship, the crews of the boats, fearing for their lives, were afraid to approach this terrible mass.

H Some boats were fully loaded during the descent and could no longer take anyone, others - only half. Their commanders were faced with a choice, in all likelihood, the most difficult in their lives: to return and take risks, realizing that dozens of people distraught with fear will hang on the sides of the boat, who will strive at any cost to get into the boat, or not to approach and leave them to fate? They knew, they were almost sure, that the boats would not withstand the onslaught, they would capsize, and dozens of people who had already found themselves in relative safety would end their lives in icy water - I was mostly women and children. The danger was also increased by the fact that the members of the Titanic crew assigned to the lifeboats did not undergo the necessary training and could neither properly manage them nor row them. Most of the boatmasters were not cowards. They were normal people, but they found themselves in a very difficult situation and in the end decided not to return to the ship's dive site, from where desperate calls for help were heard. And only a few dared, but it was too late.

AT weighing all the circumstances, we can say that at least in cases where the boats were half empty, for example, in boat N7, there were 27 people, in boat N6 - 28 people, and in boat N1 - only 12, it was necessary to take care of saving the drowning ( The Titanic had wooden lifeboats with a capacity of 65 and 40 people). The only organized attempt to rescue people was made by the fifth assistant to the captain of the Titanic, Lowe. And although he made the decision very late, several people owed him their lives.

FROM the rescue boat N5 (it was one of the first to be launched) was commanded by the third mate Pitman. After launching, the boat immediately moved away from the vessel by three hundred to four hundred meters. Then lifeboat N7 appeared nearby, and Pitman ordered both boats to "come together". He was convinced that if a ship approached before dawn, two boats, especially if those sitting in them stood up, would be better visible in the dark than one. To equalize the load, he allowed two men and one woman with a child to go from boat N5, which had 41 people, to boat N7, where there were 27 people.

P After the launch of the N3 lifeboat, none of its passengers, and these were mostly class I passengers, did not want to move too far from the Titanic: near the huge ship everyone felt more or less safe, no one believed that it could sink, in the end it will be possible to return to their cabins. But as time went on, the outlines of the vessel seemed to decrease, the lights disappeared, and the bow sank into the water. Only now the oarsmen leaned on the oars. There was nothing in the boat with which to support forces in case they had to stay in the ocean for a long time. With food, water, and other necessities such as compasses, flares, and torches provided to the lifeboats, the situation was dire. Not a single lifeboat was to be launched without regular equipment. Nevertheless, most of the boats left the ship without life-saving equipment and without a boat crew capable of action. Even in boat N3, although it had 15 crew members, no one competently knew how to handle the boat and had no idea about navigation. Two of them could not even manage the oars and quickly lost them, so all attempts to row on oars did not lead to anything and they just had to lie down in a drift. It was a great happiness for everyone that the ocean that night was unusually calm. What would happen with strong winds and strong waves? Nobody even wanted to think about it.

AT while in some lifeboats there was a tense atmosphere with heated arguments and mutual insults, the situation was different in lifeboat N13. And here, of course, there were big problems with the management of the boat among the inexperienced stokers and stewards who made up her team. As soon as the boat left the sinking Titanic, its crew did not even know what to do and where to sail. It was clear that no one knew what to do to stay alive. Some of the crew members, apparently, before leaving the Titanic, heard something about the fact that they managed to contact other ships by radio, but specifically spoke only about the Olympic going to the rescue. Immediately, as soon as boat N13 was on the water, everyone saw some lights on the horizon and, no doubt, mistook them for the lights of a vessel coming to the rescue, but the lights began to move away and soon disappeared. A few more times, everyone who was in the boat believed that they saw the lights of the ship, but each time it turned out that these were only stars shining brightly at the very horizon. Such errors are not surprising. After the launch of the boat, the lights on the decks and in the cabins of the Titanic were still burning, and nothing seemed to indicate that the large ship was mortally wounded. But one detail alerted those who were in the boat: the rows of lights on the Titanic were at an angle near the surface of the ocean, and the angle increased noticeably. The lights in the bow part disappeared under water, and at the stern rose up, but many in the boat still hoped that the ship would remain afloat. When the Titanic was swallowed up, the crew of the N13 lifeboat tried to keep in touch with other boats that were nearby by shouting. There were no lights on any of them, so it was almost impossible to see anything in the dark. There was a growing fear that without signal lights, the boats could easily be under the stems of ships hurrying to the crash site.

R Titanic's gunner Walter Perkis, commander of lifeboat N4, was one of the few who followed the captain's order not to move away from the Titanic. Some women in the boat, frightened by objects falling from the decks into the water and terrible sounds coming from the womb of the heavily listing ship, wanted to get away from him as soon as possible, but Perkis did not violate the captain's order.

T a swarm of those who jumped from the Titanic into the water managed to swim to the boat N4, where they were dragged. They were the sailor Samuel Hemming, who helped Lightoller at the last minute at the collapsible lifeboat B, the storekeeper Prentice, and the drunk fireman Paddy Dillon. The Titanic was sinking rapidly, the boat could be pulled under water. Perkis could not delay any longer. When the waters closed over the Titanic and hundreds of people were on the surface calling for help, the boat was almost three hundred meters from them. Perkis and his assistant, W. McCarthy, consulted and decided to return and try to save someone. The boat approached almost a thousand-headed mass of unfortunates, and sailor McCarthy with one of the passengers dragged five into it. All of them were already so stiff that they could hardly move. Two of them, sailor Lyons and steward Siebert, died by morning.

FROM Passenger boat N14 was commanded by Fifth Mate Harold G. Lowe. About two o'clock in the morning, one hundred and fifty meters from the sinking Titanic, he gathered together three boats - N10, N12 and collapsible boat D. Half an hour later boat N4 joined them, and Lowe took command of this small flotilla.

AT soon Low made an organized attempt to save the drowning. It was clear that returning five loaded boats to the mass of distraught people fighting for life was suicide. Therefore, Low transferred 57 people from his boat to the other four and, with the best rowers, volunteers from all five boats, sailed to the crash site. Six people went with him, five of them he put on the oars, the sailor first class Joseph Scarrott appointed the lookout, and he himself stood at the helm.

AT In the course of an American investigation, it was established that on the night of April 14-14, in the area of ​​​​the sinking of the Titanic, the air temperature was minus three degrees, water - minus two degrees. More than a thousand people survived in the icy water for about half an hour, and most - much less.

And Of the twenty-five people who survived the terrible night on the bottom of the collapsible boat, about twenty moved to the boat N4, and the rest were taken by the boat N12. Boat N12 was already dangerously overloaded. Lightoller, having taken command, got behind the wheel, counted 65 people, but this is without those who lay at the bottom. Having examined them, he estimated that there were 75 people in the boat.

AT 6 hours 30 minutes in the morning , the boat moved towards the Carpathia. She sat deep in the water, and Lightoller drove very carefully - it began to storm. Therefore, more than two hours passed before the boat covered the four miles separating it from the Carpathia, and people finally realized that they were saved.

AT 2 hours 35 minutes Dr. McGee, the ship's doctor, boarded the bridge of the Carpathia and reported to Captain Rostron that his orders had been carried out and everything was ready to receive the victims. At that moment, Rostron saw a green flare on the horizon. He excitedly shouted: - There's fire! They are still holding on!

At an hour ago, radio operator Harold Cottam received a radio message about the flooding of the engine room of the Titanic, and it became clear that the position of the giant ship was critical. There hasn't been a single message since then, but that doesn't mean it's over yet. The Titanic could continue its transmissions, it was just that the Carpathia's radio was not strong enough to receive the fading signals. The green rocket revived the hope that it would still be possible to reach the crash site in time. The fact that this rocket was one of the four that Boxhall launched from the lifeboat, no one on the Carpathia then, of course, knew.

FROM a minute or two after spotting the rocket, Second Officer Bisset reported that the iceberg was three-quarters of a mile off course. At that moment, Captain Rostron also saw him and ordered to change course and slow down to a small speed. Moving to the left wing of the bridge and seeing that the iceberg had passed safely, he gave the command to lie down on the previous course and increase the course to full speed. But more and more icebergs appeared. They were discovered in time, and the "carpathia", without slowing down, maneuvered between them for more than half an hour. In these dramatic moments, Captain Rostron masterfully piloted his ship, fully aware that the life of the passengers of the sinking Titanic depended on his attention, speed of decision-making and timely turning of the helm.

R Ostron was a man of medium height with sharp features and a penetrating gaze. He was an adherent of strict discipline and differed from the "sea wolves" in his intolerant attitude towards alcohol, smoking and obscene words.

"To arpatiya" was approaching the point, the coordinates of which were transmitted by the Titanic's radio operator. Captain Rostron ordered flares to be fired every quarter of an hour, thus indicating that help was close. But the minutes passed, and even the most optimistic ship began to lose hope.

AT 3 hours 35 minutes The Carpathia was almost there. They should have seen the Titanic by now! But he wasn't. At about four o'clock Rostron ordered the cars to be stopped. Dawn broke.

AT 4 hours Senior Officer Hankinson took over from First Officer Dean, and a new helmsman took over at the helm. And then a green rocket shot up four hundred meters away. Everyone immediately understood that this was a signal from the boat. They gave a move - the captain decided to approach the boat on the left side so that it turned out to be on the leeward side. But at that moment, second assistant Bisset noticed a drifting iceberg right on the course, and Rostron could no longer perform the planned maneuver: the boat was on the starboard side. In the dawn twilight her outlines became more and more clear, she almost did not move forward, as if the strength of the rowers had left. It was boat N2, commanded by fourth mate Boxhall.

AT lifeboat N2, which 4 hours 10 minutes reached the Carpathia first, others began to approach. The boat N13 at the last moment was forced to go around a large iceberg, which was right between her and the ship. At 04:30, the boat approached the port side of the Carpathia, and women were the first to go up the storm ladders. For greater reliability, the sailors of the Carpathia insured them with ropes threaded under the armpits. Small children were raised in bags. Then the men and the boat crew got up.