The Sinking of the Titanic (North Atlantic Ocean – April 14-15, 1912)

This information is respectfully dedicated to the victims.

1912

THE SINKING
OF THE TITANIC


(APRIL 14-15, 1912 — NORTH ATLANTIC OCEAN)

THE SINKING OF THE TITANIC
(April 14-15, 1912 — North Atlantic Ocean)


 

RMS Titanic was a British passenger liner operated by the White Star Line that sank in the North Atlantic Ocean on 15 April 1912, after striking an iceberg during her maiden voyage from Southampton to New York City. Of the estimated 2,224 passengers and crew aboard, more than 1,500 died, making the sinking at the time the deadliest of a single ship in the West and the deadliest peacetime sinking of a superliner or cruise ship to date. With much public attention in the aftermath the disaster has since been the material of many artistic works and a founding material of the disaster film genre.

RMS Titanic was the largest ship afloat at the time she entered service and was the second of three Olympic-class ocean liners operated by the White Star Line. She was built by the Harland and Wolff shipyard in Belfast. Thomas Andrews, chief naval architect of the shipyard at the time, died in the disaster.

Titanic was under the command of Captain Edward Smith, who also went down with the ship. The ocean liner carried some of the wealthiest people in the world, as well as hundreds of emigrants from Great Britain and Ireland, Scandinavia and elsewhere throughout Europe, who were seeking a new life in the United States. The first-class accommodation was designed to be the pinnacle of comfort and luxury, with a gymnasium, swimming pool, libraries, high-class restaurants, and opulent cabins. A high-powered radiotelegraph transmitter was available for sending passenger “marconigrams” and for the ship’s operational use. The Titanic had advanced safety features, such as watertight compartments and remotely activated watertight doors. The ship carried 16 lifeboat davits which could lower three lifeboats each, for a total of 48 boats.

However, Titanic carried only a total of 20 lifeboats, four of which were collapsible and proved hard to launch during the sinking. The carried lifeboats were enough for 1,178 people—about half the number on board, and one third of her total capacity—due to the maritime safety regulations of those days. Though at the time of the sinking the lowered lifeboats were only about half-filled.

The iceberg suspected of sinking Titanic

After leaving Southampton on 10 April 1912, Titanic called at Cherbourg in France and Queenstown (now Cobh) in Ireland, before heading west to New York. On 14 April, four days into the crossing and about 375 miles (600 km) south of Newfoundland, she hit an iceberg at 11:40 p.m. ship’s time. The collision caused the hull plates to buckle inwards along her starboard (right) side and opened five of her sixteen watertight compartments to the sea; she could only survive four flooding. Meanwhile, passengers and some crew members were evacuated in lifeboats, many of which were launched only partially loaded. A disproportionate number of men were left aboard because of a “women and children first” protocol for loading lifeboats. At 2:20 am, she broke apart and foundered with well over one thousand people still aboard. Just under two hours after Titanic sank, the Cunard liner RMS Carpathia arrived and brought aboard an estimated 705 survivors.

The disaster was met with worldwide shock and outrage at the huge loss of life, as well as the regulatory and operational failures that led to it. Public inquiries in Britain and the United States led to major improvements in maritime safety. One of their most important legacies was the establishment of the International Convention for the Safety of Life at Sea (SOLAS) in 1914, which still governs maritime safety. Several new wireless regulations were passed around the world in an effort to learn from the many missteps in wireless communications—which could have saved many more passengers.

The wreck of Titanic was discovered in 1985 (73 years after the disaster) during a Franco-American expedition and United States Military mission. The ship was split in two and is gradually disintegrating at a depth of 12,415 feet (2,069.2 fathoms; 3,784 m). Thousands of artefacts have been recovered and displayed at museums around the world. Titanic has become one of the most famous ships in history, depicted in numerous works of popular culture, including books, folk songs, films, exhibits, and memorials. Titanic is the second largest ocean liner wreck in the world, only being surpassed by her sister ship HMHS Britannic, however, she is the largest sunk while in service as a liner, as Britannic was in use as a hospital ship at the time of her sinking. The final survivor of the sinking, Millvina Dean, aged two months at the time, died in 2009 at the age of 97.

Source: Wikipedia

Titanic: The Shocking Truth (2012)
[Full Documentary — Highly Recommended]

SECTION INDEX


THE TRUTH

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

TITANIC TRUTH

THE ICEBERG DID NOT SINK THE TITANIC

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

THE TIME IS NOW:

AWAKEN HUMANITY

The Sinking of the Titanic – Section 3: Sinking & Rescue

SECTION 3

The Official Story

THE SINKING OF THE TITANIC
(April 14-15, 1912)


 

RMS Titanic sank in the early morning hours of 15 April 1912 in the North Atlantic Ocean, four days into her maiden voyage from Southampton to New York City. The largest ocean liner in service at the time, Titanic had an estimated 2,224 people on board when she struck an iceberg at around 23:40 (ship’s time) on Sunday, 14 April 1912.

Her sinking two hours and forty minutes later at 02:20 (ship’s time; 05:18 GMT) on Monday, 15 April, resulted in the deaths of more than 1,500 people, making it one of the deadliest peacetime maritime disasters in history.

Titanic received six warnings of sea ice on 14 April but was travelling about 22 knots when her lookouts sighted the iceberg. Unable to turn quickly enough, the ship suffered a glancing blow that buckled her starboard side and opened six of her sixteen compartments to the sea (the forepeak, all three holds, and boiler rooms 5 and 6). Titanic had been designed to stay afloat with four of her forward compartments flooded but no more, and the crew soon realised that the ship would sink. They used distress flares and radio (wireless) messages to attract help as the passengers were put into lifeboats.

In accordance with existing practice, Titanic‘s lifeboat system was designed to ferry passengers to nearby rescue vessels, not to hold everyone on board simultaneously; therefore, with the ship sinking rapidly and help still hours away, there was no safe refuge for many of the passengers and crew. Poor management of the evacuation meant many boats were launched before they were completely full.

Titanic sank with over a thousand passengers and crew still on board. Almost all of those who jumped or fell into the water drowned or died within minutes due to the effects of cold shock and incapacitation.

RMS Carpathia arrived about an hour and a half after the sinking and rescued the last of the survivors by 09:15 on 15 April, some nine and a half hours after the collision. The disaster shocked the world and caused widespread outrage over the lack of lifeboats, lax regulations, and the unequal treatment of the three passenger classes during the evacuation. Subsequent inquiries recommended sweeping changes to maritime regulations, leading to the establishment in 1914 of the International Convention for the Safety of Life at Sea (SOLAS).

Source: Wikipedia

Titanic: The Shocking Truth (2012)
[Full Documentary — Highly Recommended]

ARTICLE INDEX

THE TRUTH

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

THE TIME IS NOW:

AWAKEN HUMANITY

Titanic – 3.1 – Iceberg Suspected of Sinking Titanic

THE SINKING OF THE TITANIC


Iceberg Suspected
of Sinking Titanic

The Official Story

SINKING OF THE RMS TITANIC
(Iceberg Warnings, April 14, 1912)


 

On 14 April 1912, Titanic‘s radio operators received six messages from other ships warning of drifting ice, which passengers on Titanic had begun to notice during the afternoon.

The ice conditions in the North Atlantic were the worst for any April in the previous 50 years (which was the reason why the lookouts were unaware that they were about to steam into a line of drifting ice several miles wide and many miles long). Not all of these messages were relayed by the radio operators.

At the time, all wireless operators on ocean liners were employees of the Marconi’s Wireless Telegraph Company and not members of their ship’s crew; their primary responsibility was to send messages for the passengers, with weather reports as a secondary concern.

The first warning came at 09:00 from RMS Caronia reporting “bergs, growlers and field ice”. Captain Smith acknowledged receipt of the message. At 13:42, RMS Baltic relayed a report from the Greek ship Athenia that she had been “passing icebergs and large quantities of field ice”. This too was acknowledged by Smith, who showed the report to J. Bruce Ismay, the chairman of the White Star Line, aboard Titanic for her maiden voyage. Smith ordered a new course to be set, to take the ship farther south.

At 13:45, the German ship SS Amerika, which was a short distance to the south, reported she had “passed two large icebergs”.

This message never reached Captain Smith or the other officers on Titanic‘s bridge. The reason is unclear, but it may have been forgotten because the radio operators had to fix faulty equipment.

SS Californian reported “three large bergs” at 19:30, and at 21:40, the steamer Mesaba reported: “Saw much heavy pack ice and great number large icebergs. Also field ice.”

This message, too, never left the Titanic‘s radio room. The radio operator, Jack Phillips, may have failed to grasp its significance because he was preoccupied with transmitting messages for passengers via the relay station at Cape Race, Newfoundland; the radio set had broken down the day before, resulting in a backlog of messages that the two operators were trying to clear.

A final warning was received at 22:30 from operator Cyril Evans of Californian, which had halted for the night in an ice field some miles away, but Phillips cut it off and signalled back: “Shut up! Shut up! I’m working Cape Race.”

Although the crew was aware of ice in the vicinity, they did not reduce the ship’s speed, and continued to steam at 22 knots (41 km/h; 25 mph), only 2 knots (3.7 km/h; 2.3 mph) short of her maximum speed. Titanic‘s high speed in waters where ice had been reported was later criticised as reckless, but it reflected standard maritime practice at the time.

According to Fifth Officer Harold Lowe, the custom was “to go ahead and depend upon the lookouts in the crow’s nest and the watch on the bridge to pick up the ice in time to avoid hitting it”.

The North Atlantic liners prioritised time-keeping above all other considerations, sticking rigidly to a schedule that would guarantee their arrival at an advertised time. They were frequently driven at close to their full speed, treating hazard warnings as advisories rather than calls to action. It was widely believed that ice posed little risk; close calls were not uncommon, and even head-on collisions had not been disastrous. In 1907, SS Kronprinz Wilhelm, a German liner, had rammed an iceberg and suffered a crushed bow, but was still able to complete her voyage. That same year, Titanic‘s future captain, Edward Smith, declared in an interview that he could not “imagine any condition which would cause a ship to founder. Modern shipbuilding has gone beyond that.”

“Iceberg right ahead!” (Titanic enters Iceberg Alley)

As Titanic approached her fatal collision, most passengers had gone to bed, and command of the bridge had passed from Second Officer Charles Lightoller to First Officer William Murdoch. Lookouts Frederick Fleet and Reginald Lee were in the crow’s nest, 29 metres (95 ft) above the deck. The air temperature had fallen to near freezing, and the ocean was completely calm. Colonel Archibald Gracie, one of the survivors of the disaster, later wrote that “the sea was like glass, so smooth that the stars were clearly reflected.” It is now known that such exceptionally calm water is a sign of nearby pack ice.

Although the air was clear, there was no moon, and with the sea so calm, there was nothing to give away the position of the nearby icebergs; had the sea been rougher, waves breaking against the icebergs would have made them more visible. Because of a mix-up at Southampton, the lookouts had no binoculars; however, binoculars reportedly would not have been effective in the darkness, which was total except for starlight and the ship’s own lights. The lookouts were nonetheless well aware of the ice hazard, as Lightoller had ordered them and other crew members to “keep a sharp look-out for ice, particularly small ice and growlers”.

At 23:30, Fleet and Lee noticed a slight haze on the horizon ahead of them, but did not make anything of it. Some experts now believe that this haze was actually a mirage caused by cold waters meeting warm air – similar to a water mirage in the desert – when Titanic entered Iceberg Alley. This would have resulted in a raised horizon, blinding the lookouts from spotting anything far away.

Source: Wikipedia

The Truth

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

HISTORICAL TRUTH

THE TIME IS NOW:

AWAKEN HUMANITY

Titanic – 3.2 – Titanic “Porting Around” Diagram

THE SINKING OF THE TITANIC


Titanic
“Porting Around”

The Official Story

SINKING OF THE RMS TITANIC
(Iceberg Collision)


 

Nine minutes later, at 23:39, Fleet spotted an iceberg in Titanic‘s path. He rang the lookout bell three times and telephoned the bridge to inform Sixth Officer James Moody. Fleet asked, “Is there anyone there?” Moody replied, “Yes, what do you see?” Fleet replied, “Iceberg, right ahead!” After thanking Fleet, Moody relayed the message to Murdoch, who ordered Quartermaster Robert Hichens to change the ship’s course. Murdoch is generally believed to have given the order “hard astarboard”, which would result in the ship’s tiller being moved all the way to starboard in an attempt to turn the ship to port. This reversal of directions, when compared to modern practice, was common in British ships of the era. He also rang “full astern” on the ship’s telegraphs.

According to Fourth Officer Joseph Boxhall, Murdoch told Captain Smith that he was attempting to “hard-a-port around [the iceberg]”, suggesting that he was attempting a “port around” manoeuvre – to first swing the bow around the obstacle, then swing the stern so that both ends of the ship would avoid a collision. There was a delay before either order went into effect; the steam-powered steering mechanism took up to 30 seconds to turn the ship’s tiller, and the complex task of setting the engines into reverse would also have taken some time to accomplish. Because the centre turbine could not be reversed, both it and the centre propeller, positioned directly in front of the ship’s rudder, were stopped. This reduced the rudder’s effectiveness, therefore impairing the turning ability of the ship. Had Murdoch turned the ship while maintaining her forward speed, Titanic might have missed the iceberg with feet to spare.

In 2010, Louise Patten asserted that her grandfather, Charles Lightoller (who died before she was born) claimed that the helmsman Robert Hichens initially panicked and turned the rudder in the wrong direction. She said that subsequently Bruce Ismay ordered Titanic to continue “slow ahead” in the belief that the ship was unsinkable, and that this had never been revealed because of the insurance implications.

In the event, Titanic‘s heading changed just in time to avoid a head-on collision, but the change in direction caused the ship to strike the iceberg with a glancing blow. An underwater spur of ice scraped along the starboard side of the ship for about seven seconds; chunks of ice dislodged from upper parts of the berg fell onto her forward decks. About five minutes after the collision, all of Titanic‘s engines were stopped, leaving the bow of the ship facing north and slowly drifting south in the Labrador Current.

Source: Wikipedia

The Truth

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

HISTORICAL TRUTH

THE TIME IS NOW:

AWAKEN HUMANITY

Titanic – 3.3 – Iceberg Collision (John Bernard Walker)

THE SINKING OF THE TITANIC


Iceberg Collision

The Official Story

SINKING OF THE RMS TITANIC
(Iceberg Collision)


 

Nine minutes later, at 23:39, Fleet spotted an iceberg in Titanic‘s path. He rang the lookout bell three times and telephoned the bridge to inform Sixth Officer James Moody. Fleet asked, “Is there anyone there?” Moody replied, “Yes, what do you see?” Fleet replied, “Iceberg, right ahead!” After thanking Fleet, Moody relayed the message to Murdoch, who ordered Quartermaster Robert Hichens to change the ship’s course. Murdoch is generally believed to have given the order “hard astarboard”, which would result in the ship’s tiller being moved all the way to starboard in an attempt to turn the ship to port. This reversal of directions, when compared to modern practice, was common in British ships of the era. He also rang “full astern” on the ship’s telegraphs.

According to Fourth Officer Joseph Boxhall, Murdoch told Captain Smith that he was attempting to “hard-a-port around [the iceberg]”, suggesting that he was attempting a “port around” manoeuvre – to first swing the bow around the obstacle, then swing the stern so that both ends of the ship would avoid a collision. There was a delay before either order went into effect; the steam-powered steering mechanism took up to 30 seconds to turn the ship’s tiller, and the complex task of setting the engines into reverse would also have taken some time to accomplish. Because the centre turbine could not be reversed, both it and the centre propeller, positioned directly in front of the ship’s rudder, were stopped. This reduced the rudder’s effectiveness, therefore impairing the turning ability of the ship. Had Murdoch turned the ship while maintaining her forward speed, Titanic might have missed the iceberg with feet to spare.

In 2010, Louise Patten asserted that her grandfather, Charles Lightoller (who died before she was born) claimed that the helmsman Robert Hichens initially panicked and turned the rudder in the wrong direction. She said that subsequently Bruce Ismay ordered Titanic to continue “slow ahead” in the belief that the ship was unsinkable, and that this had never been revealed because of the insurance implications.

In the event, Titanic‘s heading changed just in time to avoid a head-on collision, but the change in direction caused the ship to strike the iceberg with a glancing blow. An underwater spur of ice scraped along the starboard side of the ship for about seven seconds; chunks of ice dislodged from upper parts of the berg fell onto her forward decks. About five minutes after the collision, all of Titanic‘s engines were stopped, leaving the bow of the ship facing north and slowly drifting south in the Labrador Current.

Source: Wikipedia

The Truth

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

HISTORICAL TRUTH

THE TIME IS NOW:

AWAKEN HUMANITY

Titanic – 3.4 – Iceberg and Titanic (Impact Diagram)

THE SINKING OF THE TITANIC


Iceberg and Titanic

The Official Story

SINKING OF THE RMS TITANIC
(Effects of the Collision)


 

The impact with the iceberg was long thought to have produced a huge opening in Titanic‘s hull, “not less than 300 feet (91 m) in length, 10 feet (3 m) above the level of the keel”, as one writer later put it. At the British inquiry following the accident, Edward Wilding (chief naval architect for Harland and Wolff), calculating on the basis of the observed flooding of forward compartments forty minutes after the collision, testified that the area of the hull opened to the sea was “somewhere about 12 square feet (1.1 m2)”. He also stated that “I believe it must have been in places, not a continuous rip”, but that the different openings must have extended along an area of around 300 feet, to account for the flooding in several compartments. The findings of the inquiry state that the damage extended over a length of about 300 feet, and hence many subsequent writers followed this more vague statement. Modern ultrasound surveys of the wreck have found that the actual damage to the hull was very similar to Wilding’s statement, consisting of six narrow openings covering a total area of only about 12 to 13 square feet (1.1 to 1.2 m2). According to Paul K. Matthias, who made the measurements, the damage consisted of a “series of deformations in the starboard side that start and stop along the hull … about 10 feet (3 m) above the bottom of the ship”.

The gaps, the longest of which measures about 39 feet (12 m) long, appear to have followed the line of the hull plates. This suggests that the iron rivets along the plate seams snapped off or popped open to create narrow gaps through which water flooded. An engineer from Titanic‘s builders, Harland and Wolff, suggested this scenario at the British Wreck Commissioner’s inquiry following the disaster but his view was discounted. Titanic‘s discoverer, Robert Ballard, has commented that the assumption that the ship had suffered a major breach was “a by-product of the mystique of the Titanic. No one could believe that the great ship was sunk by a little sliver.” Faults in the ship’s hull may have been a contributing factor. Recovered pieces of Titanic‘s hull plates appear to have shattered on impact with the iceberg, without bending.

The plates in the central 60 percent of her hull were held together with triple rows of mild steel rivets, but the plates in the bow and stern were held together with double rows of wrought iron rivets which were – according to materials scientists Tim Foecke and Jennifer McCarty – near their stress limits even before the collision. These “Best” or No. 3 iron rivets had a high level of slag inclusions, making them more brittle than the more usual “Best-Best” No. 4 iron rivets, and more prone to snapping when put under stress, particularly in extreme cold. Tom McCluskie, a retired archivist of Harland & Wolff, pointed out that Olympic, Titanic‘s sister ship, was riveted with the same iron and served without incident for nearly 25 years, surviving several major collisions, including being rammed by a British cruiser. When Olympic rammed and sank the U-boat U-103 with her bow, the stem was twisted and hull plates on the starboard side were buckled without impairing the hull’s integrity.

Above the waterline, there was little evidence of the collision. The stewards in the first class dining room noticed a shudder, which they thought might have been caused by the ship shedding a propeller blade. Many of the passengers felt a bump or shudder – “just as though we went over about a thousand marbles”, as one survivor put it – but did not know what had happened. Those on the lowest decks, nearest the site of the collision, felt it much more directly. Engine Oiler Walter Hurst recalled being “awakened by a grinding crash along the starboard side. No one was very much alarmed but knew we had struck something.” Fireman George Kemish heard a “heavy thud and grinding tearing sound” from the starboard hull.

The ship began to flood immediately, with water pouring in at an estimated rate of 7 long tons (7.1 t) per second, fifteen times faster than it could be pumped out. Second engineer J. H. Hesketh and leading stoker Frederick Barrett were both struck by a jet of icy water in No. 6 boiler room and escaped just before the room’s watertight door closed. This was an extremely dangerous situation for the engineering staff; the boilers were still full of hot high-pressure steam and there was a substantial risk that they would explode if they came into contact with the cold seawater flooding the boiler rooms. The stokers and firemen were ordered to reduce the fires and vent the boilers, sending great quantities of steam up the funnel venting pipes. They were waist-deep in freezing water by the time they finished their work.

Titanic‘s lower decks were divided into sixteen compartments. Each compartment was separated from its neighbour by a bulkhead running the width of the ship; there were fifteen bulkheads in all. Each bulkhead extended at least to the underside of E Deck, nominally one deck, or about 11 feet (3.4 m), above the waterline. The two nearest the bow and the six nearest the stern went one deck further up.

Each bulkhead could be sealed by watertight doors. The engine rooms and boiler rooms on the tank top deck had vertically closing doors that could be controlled remotely from the bridge, lowered automatically by a float if water was present, or closed manually by the crew. These took about 30 seconds to close; warning bells and alternative escape routes were provided so that the crew would not be trapped by the doors. Above the tank top level, on the Orlop Deck, F Deck and E Deck, the doors closed horizontally and were manually operated. They could be closed at the door itself or from the deck above.

Although the watertight bulkheads extended well above the water line, they were not sealed at the top. If too many compartments were flooded, the ship’s bow would settle deeper in the water, and water would spill from one compartment to the next in sequence, rather like water spilling across the top of an ice cube tray. This is what happened to Titanic, which had suffered damage to the forepeak tank, the three forward holds, No. 6 boiler room, and a small section of No. 5 boiler room – a total of six compartments. Titanic was only designed to float with any two compartments flooded, but she could remain afloat with certain combinations of three or even four compartments – the first four – open to the ocean. With five or more compartments breached, however, the tops of the bulkheads would be submerged and the ship would continue to flood.

Captain Smith felt the collision in his cabin and immediately came to the bridge. Informed of the situation, he summoned Thomas Andrews, Titanic‘s builder, who was among a party of engineers from Harland and Wolff observing the ship’s first passenger voyage. The ship was listing five degrees to starboard and was two degrees down by the head within a few minutes of the collision. Smith and Andrews went below and found that the forward cargo holds, the mail room and the squash court were flooded, while No. 6 boiler room was already filled to a depth of 14 feet (4.3 m). Water was spilling over into No. 5 boiler room, and crewmen there were battling to pump it out.

Within 45 minutes of the collision, at least 13,500 long tons (13,700 t) of water had entered the ship. This was far too much for Titanic‘s ballast and bilge pumps to handle; the total pumping capacity of all the pumps combined was only 1,700 long tons (1,700 t) per hour. Andrews informed the captain that the first five compartments were flooded, and therefore Titanic was doomed. Andrews accurately predicted that she could remain afloat for no longer than roughly two hours.

From the time of the collision to the moment of her sinking, at least 35,000 long tons (36,000 t) of water flooded into Titanic, causing her displacement to nearly double from 48,300 long tons (49,100 t) to over 83,000 long tons (84,000 t). The flooding did not proceed at a constant pace, nor was it distributed evenly throughout the ship, due to the configuration of the flooded compartments. Her initial list to starboard was caused by asymmetrical flooding of the starboard side as water poured down a passageway at the bottom of the ship. When the passageway was fully flooded, the list corrected itself but the ship later began to list to port by up to ten degrees as that side also flooded asymmetrically.

Titanic‘s down angle altered fairly rapidly from zero degrees to about four and a half degrees during the first hour after the collision, but the rate at which the ship went down slowed greatly for the second hour, worsening only to about five degrees. This gave many of those aboard a false sense of hope that the ship might stay afloat long enough for them to be rescued. By 1:30, the sinking rate of the front section increased until Titanic reached a down angle of about ten degrees. At about 02:15, Titanic‘s angle in the water began to increase rapidly as water poured into previously unflooded parts of the ship through deck hatches, disappearing from view at 02:20.

Source: Wikipedia

The Truth

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

HISTORICAL TRUTH

THE TIME IS NOW:

AWAKEN HUMANITY

Titanic – 3.5 – Leaving the Sinking Liner (Charles Dixon)

THE SINKING OF THE TITANIC


Leaving the Sinking Liner

The Official Story

SINKING OF THE RMS TITANIC
(
Preparing to Abandon Ship, April 15, 1912)


 

At 00:05 on 15 April, Captain Smith ordered the ship’s lifeboats uncovered and the passengers mustered. By now, many passengers were awaking, having noticed the engines and their accompanying vibrations had suddenly stopped. He also ordered the radio operators to begin sending distress calls, which wrongly placed the ship on the west side of the ice belt and directed rescuers to a position that turned out to be inaccurate by about 13.5 nautical miles (15.5 mi; 25.0 km). Below decks, water was pouring into the lowest levels of the ship. As the mail room flooded, the mail sorters made an ultimately futile attempt to save the 400,000 items of mail being carried aboard Titanic. Elsewhere, air could be heard being forced out by inrushing water. Above them, stewards went door to door, rousing sleeping passengers and crew – Titanic did not have a public address system – and told them to go to the boat deck.

The thoroughness of the muster was heavily dependent on the class of the passengers; the first-class stewards were in charge of only a few cabins, while those responsible for the second- and third-class passengers had to manage large numbers of people. The first-class stewards provided hands-on assistance, helping their charges to get dressed and bringing them out onto the deck. With far more people to deal with, the second- and third-class stewards mostly confined their efforts to throwing open doors and telling passengers to put on lifebelts and come up top. In third class, passengers were largely left to their own devices after being informed of the need to come on deck. Many passengers and crew were reluctant to comply, either refusing to believe that there was a problem or preferring the warmth of the ship’s interior to the bitterly cold night air. The passengers were not told that the ship was sinking, though a few noticed that she was listing.

Around 00:15, the stewards began ordering the passengers to put on their lifebelts, though again, many passengers took the order as a joke. Some set about playing an impromptu game of association football with the ice chunks that were now strewn across the foredeck. On the boat deck, as the crew began preparing the lifeboats, it was difficult to hear anything over the noise of high-pressure steam being vented from the boilers and escaping via the valves on the funnels above. Lawrence Beesley described the sound as “a harsh, deafening boom that made conversation difficult; if one imagines 20 locomotives blowing off steam in a low key it would give some idea of the unpleasant sound that met us as we climbed out on the top deck.” The noise was so loud that the crew had to use hand signals to communicate.

Titanic had a total of 20 lifeboats, comprising 16 wooden boats on davits, eight on either side of the ship, and four collapsible boats with wooden bottoms and canvas sides. The collapsibles were stored upside down with the sides folded in, and would have to be erected and moved to the davits for launching. Two were stored under the wooden boats and the other two were lashed atop the officers’ quarters. The position of the latter would make them extremely difficult to launch, as they weighed several tons each and had to be manhandled down to the boat deck. On average, the lifeboats could take up to 68 people each, and collectively they could accommodate 1,178 – barely half the number of people on board and a third of the number the ship was licensed to carry. The shortage of lifeboats was not because of a lack of space nor because of cost. Titanic had been designed to accommodate up to 68 lifeboats – enough for everyone on board – and the price of an extra 32 lifeboats would only have been some US$16,000 (equivalent to $449,000 in 2021), a tiny fraction of the $7.5 million that the company had spent on Titanic.

In an emergency, lifeboats at the time were intended to be used to transfer passengers off the distressed ship and onto a nearby vessel. It was therefore commonplace for liners to have far fewer lifeboats than needed to accommodate all their passengers and crew, and of the 39 British liners of the time of over 10,000 long tons (10,000 t), 33 had too few lifeboat places to accommodate everyone on board. The White Star Line desired the ship to have a wide promenade deck with uninterrupted views of the sea, which would have been obstructed by a continuous row of lifeboats.

Captain Smith was an experienced seaman who had served for 40 years at sea, including 27 years in command. This was the first crisis of his career, and he would have known that even if all the boats were fully occupied, more than a thousand people would remain on the ship as she went down with little or no chance of survival. Popular belief says that, upon grasping the enormity of what was about to happen, Smith became paralysed by indecision, had a mental breakdown or nervous collapse, and became lost in a trance-like daze, rendering him ineffective and inactive in attempting to mitigate the loss of life. However, according to survivors, Smith took charge and behaved coolly and calmly during the crisis. After the collision, Smith immediately began an investigation into the nature and extent of the damage, personally making two inspection trips below deck to look for damage, and preparing the wireless men for the possibility of having to call for help. He erred on the side of caution by ordering his crew to begin preparing the lifeboats for loading, and to get the passengers into their lifebelts before he was told by Andrews that the ship was sinking. Smith was observed all around the decks, personally overseeing and helping to load the lifeboats, interacting with passengers, and striking a delicate balance between trying to instil urgency to follow evacuation orders while simultaneously attempting to dissuade panic.

Fourth Officer Joseph Boxhall was told by Smith at around 00:25 that the ship would sink, while Quartermaster George Rowe was so unaware of the emergency that after the evacuation had started, he phoned the bridge from his watch station to ask why he had just seen a lifeboat go past. The crew was unprepared for the emergency, as lifeboat training had been minimal. Only one lifeboat drill had been conducted while the ship was docked at Southampton. It was a cursory effort, consisting of two boats being lowered, each manned by one officer and four men who merely rowed around the dock for a few minutes before returning to the ship. The boats were supposed to be stocked with emergency supplies, but Titanic‘s passengers later found that they had only been partially provisioned despite the efforts of the ship’s chief baker, Charles Joughin, and his staff to do so. No lifeboat or fire drills had been conducted since Titanic left Southampton. A lifeboat drill had been scheduled for the Sunday morning before the ship sank, but was cancelled for unknown reasons by Captain Smith.

Lists had been posted on the ship assigning crew members to specific lifeboat stations, but few appeared to have read them or to have known what they were supposed to do. Most of the crew were not seamen, and even some of those had no prior experience of rowing a boat. They were now faced with the complex task of coordinating the lowering of 20 boats carrying a possible total of 1,100 people 70 feet (21 m) down the sides of the ship. Thomas E. Bonsall, a historian of the disaster, has commented that the evacuation was so badly organised that “even if they had the number [of] lifeboats they needed, it is impossible to see how they could have launched them” given the lack of time and poor leadership. Indeed, not all of the lifeboats on board Titanic were launched before the ship sank.

By about 00:20, 40 minutes after the collision, the loading of the lifeboats was under way. Second Officer Lightoller recalled afterwards that he had to cup both hands over Smith’s ears to communicate over the racket of escaping steam, and said, “I yelled at the top of my voice, ‘Hadn’t we better get the women and children into the boats, sir?’ He heard me and nodded reply.” Smith then ordered Lightoller and Murdoch to “put the women and children in and lower away”. Lightoller took charge of the boats on the port side and Murdoch took charge of those on the starboard side. The two officers interpreted the “women and children” evacuation order differently; Murdoch took it to mean women and children first, while Lightoller took it to mean women and children only. Lightoller lowered lifeboats with empty seats if there were no women and children waiting to board, while Murdoch allowed a limited number of men to board if all the nearby women and children had embarked.

Neither officer knew how many people could safely be carried in the boats as they were lowered and they both erred on the side of caution by not filling them. They could have been lowered quite safely with their full complement of 68 people, especially with the highly favourable weather and sea conditions. Had this been done, an additional 500 people could have been saved; instead, hundreds of people, predominantly men, were left on board as lifeboats were launched with many seats vacant.

Few passengers at first were willing to board the lifeboats and the officers in charge of the evacuation found it difficult to persuade them. Millionaire John Jacob Astor declared: “We are safer here than in that little boat.” Some passengers refused flatly to embark. J. Bruce Ismay, realising the urgency of the situation, roamed the starboard boat deck urging passengers and crew to board the boats. A trickle of women, couples and single men were persuaded to board starboard lifeboat No. 7, which became the first lifeboat to be lowered.

Charles Dixon

Charles Edward Dixon (8 December 1872 – 12 September 1934) was a British maritime painter of the late nineteenth and early twentieth centuries, whose work was highly successful and regularly exhibited at the Royal Academy. Several of his paintings are held by the National Maritime Museum and he was a regular contributing artist to magazines and periodicals. He lived at Itchenor in Sussex and died in 1934.

Charles Dixon was born at Goring-on-Thames in December 1872, the son of Alfred Dixon, a successful genre painter, who educated his son in his trade. Charles too became a professional artist, and soon had a successful practice producing nautical scenes, both watercolours of coastal life and large oil paintings of historical or contemporary naval subjects. He exhibited regularly at the Royal Academy and several of his paintings are now in the collection of the National Maritime Museum in London. Among his work was a large body of work produced for magazines and periodicals, including The Graphic. In 1900 he was made a member of the Royal Institute of Painters in Water Colours. He lived at Itchenor in Sussex, where he was a keen yachtsman, and died at his home on 12 September 1934.

Source: Wikipedia

The Truth

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

HISTORICAL TRUTH

THE TIME IS NOW:

AWAKEN HUMANITY

Titanic – 3.6 – The Sinking of the Titanic (Henry Reuterdahl)

THE SINKING OF THE TITANIC


The Sinking of the Titanic

The Official Story

SINKING OF THE RMS TITANIC
(
Departure of the Lifeboats)


 

At 00:45, lifeboat No. 7 was rowed away from Titanic with an estimated 28 passengers on board, despite a capacity of 65. Lifeboat No. 6, on the port side, was the next to be lowered at 00:55. It also had 28 people on board, among them the “unsinkable” Margaret “Molly” Brown. Lightoller realised there was only one seaman on board (Quartermaster Robert Hichens) and called for volunteers. Major Arthur Godfrey Peuchen of the Royal Canadian Yacht Club stepped forward and climbed down a rope into the lifeboat; he was the only adult male passenger whom Lightoller allowed to board during the port side evacuation. Peuchen’s role highlighted a key problem during the evacuation: there were hardly any seamen to man the boats. Some had been sent below to open gangway doors to allow more passengers to be evacuated, but they never returned. They were presumably trapped and drowned by the rising water below decks.

Meanwhile, other crewmen fought to maintain vital services as water continued to pour into the ship below decks. The engineers and firemen worked to vent steam from the boilers to prevent them from exploding on contact with the cold water. They re-opened watertight doors in order to set up extra portable pumps in the forward compartments in a futile bid to reduce the torrent, and kept the electrical generators running to maintain lights and power throughout the ship. Steward Frederick Dent Ray narrowly avoided being swept away when a wooden wall between his quarters and the third-class accommodation on E deck collapsed, leaving him waist-deep in water. Two engineers, Herbert Harvey and Jonathan Shepherd (who had just broken his left leg after falling into a manhole minutes earlier), died in boiler room No. 5 when, at around 00:45, the bunker door separating it from the flooded No. 6 boiler room collapsed and they were swept away by “a wave of green foam” according to leading fireman Frederick Barrett, who barely escaped from the boiler room.

In boiler room No. 4, at around 01:20 according to survivor Trimmer George Cavell, water began flooding in from the metal floor plates below, possibly indicating that the bottom of the ship had also been holed by the iceberg. The flow of water soon overwhelmed the pumps and forced the firemen and trimmers to evacuate the forward boiler rooms. Further aft, Chief Engineer Bell, his engineering colleagues, and a handful of volunteer firemen and greasers stayed behind in the unflooded No. 1, 2 and 3 boiler rooms and in the turbine and reciprocating engine rooms. They continued working on the boilers and the electrical generators in order to keep the ship’s lights and pumps operable and to power the radio so that distress signals could be sent. According to popular belief, they remained at their posts until the very end, thus ensuring that Titanic‘s electrics functioned until the final minutes of the sinking, and died in the bowels of the ship. According to Greaser Frederick Scott at the British inquiry, at around 02:05 when it became obvious that nothing more could be done, and the flooding was too severe for the pumps to cope, some of the engineers and crew came up onto Titanic‘s open well deck, but by this time all the lifeboats had left. Scott testified to seeing eight of the ship’s 35 engineers gathered at the aft end of the starboard boat deck. None of the ship’s 35 engineers and electricians survived. Neither did any of the Titanic‘s five postal clerks, who were last seen struggling to save the mail bags they had rescued from the flooded mail room. They were caught by the rising water somewhere on D deck.

Many of the third-class passengers were also confronted with the sight of water pouring into their quarters on E, F and G decks. Carl Jansson, one of the relatively small number of third-class survivors, later recalled:

Then I run down to my cabin to bring my other clothes, watch and bag but only had time to take the watch and coat when water with enormous force came into the cabin and I had to rush up to the deck again where I found my friends standing with lifebelts on and with terror painted on their faces. What should I do now, with no lifebelt and no shoes and no cap?

The lifeboats were lowered every few minutes on each side, but most of the boats were greatly under-filled. No. 5 left with 41 aboard, No. 3 had 32 aboard, No. 8 left with 39 and No. 1 left with just 12 out of a capacity of 40. The evacuation did not go smoothly and passengers suffered accidents and injuries as it progressed. One woman fell between lifeboat No. 10 and the side of the ship but someone caught her by the ankle and hauled her back onto the promenade deck, where she made a successful second attempt at boarding. First-class passenger Annie Stengel had several ribs broken when an overweight German-American doctor and his brother jumped into No. 5, squashing her and knocking her unconscious. The lifeboats’ descent was likewise risky. No. 6 was nearly flooded during the descent by water discharging out of the ship’s side, but successfully made it away from the ship. No. 3 came close to disaster when, for a time, one of the davits jammed, threatening to pitch the passengers out of the lifeboat and into the sea.

By 01:20, the seriousness of the situation was now apparent to the passengers above decks, who began saying their goodbyes, with husbands escorting their wives and children to the lifeboats. Distress flares were fired every few minutes to attract the attention of any ships nearby and the radio operators repeatedly sent the distress signal CQD. Radio operator Harold Bride suggested to his colleague Jack Phillips that he should use the new SOS signal, as it “may be your last chance to send it”. The two radio operators contacted other ships to ask for assistance. Several responded, of which RMS Carpathia was the closest, at 58 miles (93 km) away. She was a much slower vessel than Titanic and, even driven at her maximum speed of 17 kn (20 mph; 31 km/h), would have taken four hours to reach the sinking ship. Another to respond was SS Mount Temple, which set a course and headed for Titanic‘s position but was stopped en route by pack ice.

Much nearer was SS Californian, which had warned Titanic of ice a few hours earlier. Apprehensive at his ship being caught in a large field of drift ice, Californian‘s captain, Stanley Lord, had decided at about 22:00 to halt for the night and wait for daylight to find a way through the ice field. At 23:30, 10 minutes before Titanic hit the iceberg, Californian‘s sole radio operator, Cyril Evans, shut his set down for the night and went to bed. On the bridge her third officer, Charles Groves, saw a large vessel to starboard around 10 to 12 mi (16 to 19 km) away. It made a sudden turn to port and stopped. If the radio operator of Californian had stayed at his post fifteen minutes longer, hundreds of lives might have been saved. A little over an hour later, Second Officer Herbert Stone saw five white rockets exploding above the stopped ship. Unsure what the rockets meant, he called Captain Lord, who was resting in the chartroom, and reported the sighting. Lord did not act on the report, but Stone was perturbed: “A ship is not going to fire rockets at sea for nothing,” he told a colleague.

By this time, it was clear to those on Titanic that the ship was indeed sinking and there would not be enough lifeboat places for everyone. Some still clung to the hope that the worst would not happen: Lucian Smith told Eloise, his wife of two months, “It is only a matter of form to have women and children first. The ship is thoroughly equipped and everyone on her will be saved.” Charlotte Collyer’s husband Harvey called to his wife as she was put in a lifeboat, “Go, Lottie! For God’s sake, be brave and go! I’ll get a seat in another boat!” Neither man survived.

Other couples refused to be separated. Ida Straus, the wife of Macy’s department store co-owner and former member of the United States House of Representatives Isidor Straus, told her husband: “We have been living together for many years. Where you go, I go.” They sat down in a pair of deck chairs and waited for the end. The industrialist Benjamin Guggenheim changed out of his life vest and sweater into top hat and evening dress and declared his wish to go down with the ship like a gentleman.

At this point, the vast majority of passengers who had boarded lifeboats were from first- and second-class. Few third-class (steerage) passengers had made it up onto the deck, and most were still lost in the maze of corridors or trapped behind gates and partitions that segregated the accommodation for the steerage passengers from the first- and second-class areas. This segregation was not simply for social reasons, but was a requirement of United States immigration laws, which mandated that third-class passengers be segregated to control immigration and to prevent the spread of infectious diseases. First- and second-class passengers on transatlantic liners disembarked at the main piers on Manhattan Island, but steerage passengers had to go through health checks and processing at Ellis Island. In at least some places, Titanic‘s crew appear to have actively hindered the steerage passengers’ escape. Some of the gates were locked and guarded by crew members, apparently to prevent the steerage passengers from rushing the lifeboats. Irish survivor Margaret Murphy wrote in May 1912:

Before all the steerage passengers had even a chance of their lives, the Titanic’s sailors fastened the doors and companionways leading up from the third-class section … A crowd of men was trying to get up to a higher deck and were fighting the sailors; all striking and scuffling and swearing. Women and some children were there praying and crying. Then the sailors fastened down the hatchways leading to the third-class section. They said they wanted to keep the air down there so the vessel could stay up longer. It meant all hope was gone for those still down there.

A long and winding route had to be taken to reach topside; the steerage-class accommodation, located on C through G decks, was at the extreme ends of the decks, and so was the farthest away from the lifeboats. By contrast, the first-class accommodation was located on the upper decks and so was nearest. Proximity to the lifeboats thus became a key factor in determining who got into them. To add to the difficulty, many of the steerage passengers did not understand or speak English. It was perhaps no coincidence that English-speaking Irish immigrants were disproportionately represented among the steerage passengers who survived. Many of those who did survive owed their lives to third-class steward John Edward Hart, who organised three trips into the ship’s interior to escort groups of third-class passengers up to the boat deck. Others made their way through open gates or climbed emergency ladders.

Some, perhaps overwhelmed by it all, made no attempt to escape and stayed in their cabins or congregated in prayer in the third-class dining room. Leading Fireman Charles Hendrickson saw crowds of third-class passengers below decks with their trunks and possessions, as if waiting for someone to direct them. Psychologist Wynn Craig Wade attributes this to “stoic passivity” produced by generations of being told what to do by social superiors. August Wennerström, one of the male steerage passengers to survive, commented later that many of his companions had made no effort to save themselves. He wrote:

Hundreds were in a circle [in the third-class dining saloon] with a preacher in the middle, praying, crying, asking God and Mary to help them. They lay there and yelled, never lifting a hand to help themselves. They had lost their own will power and expected God to do all the work for them.

Henry Reuterdahl

Henry Reuterdahl (August 12, 1870 – December 21, 1925) was a Swedish-American painter highly acclaimed for his nautical artwork. He had a long relationship with the United States Navy.

In addition to serving as a Lieutenant Commander in the United States Naval Reserve Force, he was selected by President Theodore Roosevelt to accompany the Great White Fleet voyage in 1907 to document the journey. In addition to his artwork, he was a frequent writer on naval topics, and served as an editor of Jane’s Fighting Ships.

Source: Wikipedia

The Truth

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

HISTORICAL TRUTH

THE TIME IS NOW:

AWAKEN HUMANITY

Titanic – 3.7 – Sinking of the RMS Titanic (Illustration)

THE SINKING OF THE TITANIC


Sinking of the RMS Titanic

The Official Story

SINKING OF THE RMS TITANIC
(
Launching of the Last Lifeboats)


 

By 01:30, Titanic‘s downward angle in the water was increasing and the ship was now listing slightly more to port, but not more than 5 degrees. The deteriorating situation was reflected in the tone of the messages sent from the ship: “We are putting the women off in the boats” at 01:25, “Engine room getting flooded” at 01:35, and at 01:45, “Engine room full up to boilers.” This was Titanic‘s last intelligible signal, sent as the ship’s electrical system began to fail; subsequent messages were jumbled and unintelligible. The two radio operators nonetheless continued sending out distress messages almost to the very end.

The remaining boats were filled much closer to capacity and in an increasing rush. No. 11 was filled with five people more than its rated capacity. As it was lowered, it was nearly flooded by water being pumped out of the ship. No. 13 narrowly avoided the same problem but those aboard were unable to release the ropes from which the boat had been lowered. It drifted astern, directly under No. 15 as it was being lowered. The ropes were cut in time and both boats made it away safely.

The first signs of panic were seen when a group of male passengers attempted to rush port-side lifeboat No. 14 as it was being lowered with 40 people aboard. Fifth Officer Lowe, who was in charge of the boat, fired three warning shots in the air to control the crowd without causing injuries. No. 16 was lowered five minutes later. Among those aboard was stewardess Violet Jessop, who would repeat the experience four years later when she survived the sinking of one of Titanic‘s sister ships, Britannic, in the First World War. Collapsible boat C was launched at 01:40 from a now largely deserted starboard area of the deck, as most of those on deck had moved to the stern of the ship. It was aboard this boat that White Star chairman and managing director J. Bruce Ismay, Titanic‘s most controversial survivor, made his escape from the ship, an act later condemned as cowardice.

At 01:45, lifeboat No. 2 was lowered. While it was still at deck level, Lightoller had found the boat occupied by men who, he wrote later, “weren’t British, nor of the English-speaking race … [but of] the broad category known to sailors as ‘dagoes’.” After he evicted them by threatening them with his revolver, he was unable to find enough women and children to fill the boat and lowered it with only 25 people on board out of a possible capacity of 40. John Jacob Astor saw his wife off to safety in No. 4 boat at 01:55 but was refused entry by Lightoller, even though 20 of the 60 seats aboard were unoccupied.

The last boat to be launched was collapsible D, which left at 02:05 with 25 people aboard; two more men jumped on the boat as it was being lowered. The sea had reached the boat deck and the forecastle was deep underwater. First-class passenger Edith Evans gave up her place in the boat, and ultimately died in the disaster. She was one of only four women in first class to perish in the sinking. Several eyewitnesses, including Third Class Passenger Eugene Daly and First Class passenger George Rheims, claimed to have seen an officer shoot one or two men during a rush for a lifeboat, then shoot himself. It became widely rumoured that Murdoch was the officer. Captain Smith carried out a final tour of the deck, telling the radio operators and other crew members: “Now it’s every man for himself.” He then told men attempting to launch Collapsible Lifeboat A, “Well boys, do your best for the women and children, and look out for yourselves”, and returned to the bridge just before the ship began its final plunge. It is thought that he may have chosen to go down with his ship and died on the bridge when it was engulfed by the sea. Alternatively, Smith may have jumped overboard from the bridge as the ship went down. When working to free Collapsible B, Harold Bride said he saw Captain Smith dive from the bridge into the sea just before the bridge was submerged. The ship’s designer, Thomas Andrews, was reportedly last seen in the first-class smoking room after approximately 2:05 a.m., apparently making no attempt to escape. However, there is circumstantial evidence to suggest that Andrews was sighted in the smoking room prior to 01:40, as well as other sightings that indicate that Andrews then continued assisting with the evacuation. Andrews was reportedly seen throwing deck chairs into the ocean for passengers to cling to in the water. Andrews was also reportedly seen heading to the bridge, perhaps in search of Captain Smith. Mess steward Cecil Fitzpatrick claimed to have seen Andrews jump overboard from the bridge with Smith.

As most of the passengers and crew headed to the stern, where Second Class Passenger Father Thomas Byles was hearing confessions and giving absolutions, Titanic‘s band played outside the gymnasium. Titanic had two separate bands of musicians. One was a quintet led by Wallace Hartley that played after dinner and at religious services while the other was a trio who played in the reception area and outside the café and restaurant. The two bands had separate music libraries and arrangements and had not played together before the sinking. Around 30 minutes after colliding with the iceberg, the two bands were called by Captain Smith who ordered them to play in the first class lounge. Passengers present remember them playing lively tunes such as “Alexander’s Ragtime Band”. It is unknown if the two piano players were with the band at this time. The exact time is unknown, but the musicians later moved to the boat deck level where they played before moving outside onto the deck itself.

Part of the enduring folklore of the Titanic sinking is that the musicians played the hymn “Nearer, My God, to Thee” as the ship sank, but this appears to be dubious. The claim surfaced among the earliest reports of the sinking, and the hymn became so closely associated with the Titanic disaster that its opening bars were carved on the grave monument of Titanic‘s bandmaster, Wallace Hartley, one of those who perished. In contrast, Archibald Gracie emphatically denied it in his own account, written soon after the sinking, and Radio Operator Harold Bride said that he had heard the band playing ragtime, then “Autumn”, by which he may have meant Archibald Joyce’s then-popular waltz “Songe d’Automne” (Autumn Dream). George Orrell, the bandmaster of the rescue ship, Carpathia, who spoke with survivors, related: “The ship’s band in any emergency is expected to play to calm the passengers. After Titanic struck the iceberg the band began to play bright music, dance music, comic songs – anything that would prevent the passengers from becoming panic-stricken … various awe-stricken passengers began to think of the death that faced them and asked the bandmaster to play hymns. The one which appealed to all was ‘Nearer My God to Thee’.” According to Gracie, who was near the band until that section of deck went under, the tunes played by the band were “cheerful” but he did not recognise any of them, claiming that if they had played ‘Nearer, My God, to Thee’ as claimed in the newspaper “I assuredly should have noticed it and regarded it as a tactless warning of immediate death to us all and one likely to create panic.” Several survivors who were among the last to leave the ship claimed that the band continued playing until the slope of the deck became too steep for them to stand, Gracie claimed that the band stopped playing at least 30 minutes before the vessel sank. Several witnesses support this account, including A. H. Barkworth, a first-class passenger, who testified: “I do not wish to detract from the bravery of anybody, but I might mention that when I first came on deck the band was playing a waltz. The next time I passed where the band was stationed, the members had thrown down their instruments and were not to be seen.”

Bride heard the band playing as he left the radio cabin, which was by now awash, in the company of the other radio operator, Jack Phillips. He and Phillips had just got into a fistfight a minute earlier with a crewman who Bride thought was “a stoker, or someone from below decks”, who had sneaked into the radio cabin and attempted to steal Phillips’s lifebelt. Bride wrote later: “I did my duty. I hope I finished [the man]. I don’t know. We left him on the cabin floor of the radio room, and he was not moving.” The two radio operators went in opposite directions, Phillips aft and Bride forward towards collapsible lifeboat B.

Archibald Gracie was also heading aft, but as he made his way towards the stern he found his path blocked by “a mass of humanity several lines deep, covering the boat deck, facing us”– hundreds of steerage passengers, who had finally made it to the deck just as the last lifeboats departed. He gave up on the idea of going aft and jumped into the water to get away from the crowd.

Source: Wikipedia

The Truth

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

HISTORICAL TRUTH

THE TIME IS NOW:

AWAKEN HUMANITY

Titanic – 3.8 – Titanic Sinking (Willy Stower)

THE SINKING OF THE TITANIC


Titanic Sinking

The Official Story

SINKING OF THE RMS TITANIC
(
Last Minutes of Sinking)


 

At about 02:15, Titanic‘s angle in the water began to increase rapidly as water poured into previously unflooded parts of the ship through deck hatches. Her suddenly increasing angle caused what one survivor called a “giant wave” to wash along the ship from the forward end of the boat deck, sweeping many people into the sea. The parties who were trying to lower collapsible boats A and B, including Sixth Officer Moody and Colonel Archibald Gracie, were swept away along with the two boats (boat B floated away upside-down with Harold Bride trapped underneath it, and boat A ended up partly flooded and with its canvas not raised). Bride and Gracie made it onto boat B, but Moody perished.

Lightoller, who had attempted to launch Collapsible B, opted to abandon his post as he realised it would be a futile move to head aft, and dived into the water from the roof of the officers’ quarters. He was sucked into the mouth of a ventilation shaft but was blown clear by “a terrific blast of hot air” and emerged next to the capsized lifeboat. The forward funnel collapsed under its own weight, crushing several people, including Charles Duane Williams, as it fell into the water and only narrowly missing the lifeboat. It closely missed Lightoller and created a wave that washed the boat 50 yards clear of the sinking ship. Those still on Titanic felt her structure shuddering as it underwent immense stresses. As first-class passenger Jack Thayer described it:

Occasionally there had been a muffled thud or deadened explosion within the ship. Now, without warning she seemed to start forward, moving forward and into the water at an angle of about fifteen degrees. This movement with the water rushing up toward us was accompanied by a rumbling roar, mixed with more muffled explosions. It was like standing under a steel railway bridge while an express train passes overhead mingled with the noise of a pressed steel factory and wholesale breakage of china.

Eyewitnesses saw Titanic‘s stern rising high into the air as the ship tilted down in the water. It was said to have reached an angle of 30–45 degrees, “revolving apparently around a centre of gravity just astern of midships”, as Lawrence Beesley later put it. Many survivors described a great noise, which some attributed to the boilers exploding. Beesley described it as “partly a groan, partly a rattle, and partly a smash, and it was not a sudden roar as an explosion would be: it went on successively for some seconds, possibly fifteen to twenty”. He attributed it to “the engines and machinery coming loose from their bolts and bearings, and falling through the compartments, smashing everything in their way”.

After another minute, the ship’s lights flickered once and then permanently went out, plunging Titanic into darkness. Jack Thayer recalled seeing “groups of the fifteen hundred people still aboard, clinging in clusters or bunches, like swarming bees; only to fall in masses, pairs or singly as the great afterpart of the ship, two hundred fifty feet of it, rose into the sky.”

Willy Stöwer

Willy Stöwer (22 May 1864 – 31 May 1931) was a German artist, illustrator and author during the Imperial Period. He is best known for nautical paintings and lithographs. Many of his works depict historical maritime events such as the sinking of the RMS Titanic in 1912.

Stöwer’s representation of the sinking of the RMS Titanic in the magazine Die Gartenlaube earned him a special popularity. He created the illustration shortly after the disaster in 1912 without detailed information, in particular, the fourth funnel did not eject black smoke as it was only for ventilation. However, the image became iconic despite minor errors and has been reprinted numerous times even to the present day.

Source: Wikipedia

The Truth

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

HISTORICAL TRUTH

THE TIME IS NOW:

AWAKEN HUMANITY

Titanic – 3.9 – Loss of the Titanic (Graphic Supplement, April 27, 1914)

THE SINKING OF THE TITANIC


Loss of the Titanic

The Official Story

SINKING OF THE RMS TITANIC
(Titanic’s Final Moments)


 

Titanic was subjected to extreme opposing forces – the flooded bow pulling her down while the air in the stern kept her to the surface – which were concentrated at one of the weakest points in the structure, the area of the engine room hatch. Shortly after the lights went out, the ship split apart. The submerged bow may have remained attached to the stern by the keel for a short time, pulling the stern to a high angle before separating and leaving the stern to float for a few moments longer. The forward part of the stern would have flooded very rapidly, causing it to tilt and then settle briefly until sinking. The ship disappeared from view at 02:20, 2 hours and 40 minutes after striking the iceberg. Thayer reported that it rotated on the surface, “gradually [turning] her deck away from us, as though to hide from our sight the awful spectacle … Then, with the deadened noise of the bursting of her last few gallant bulkheads, she slid quietly away from us into the sea.”

Titanic‘s surviving officers and some prominent survivors testified that the ship had sunk in one piece, a belief that was affirmed by the British and American inquiries into the disaster. Archibald Gracie, who was on the promenade deck with the band (by the second funnel), stated that “Titanic‘s decks were intact at the time she sank, and when I sank with her, there was over seven-sixteenths of the ship already underwater, and there was no indication then of any impending break of the deck or ship”. Ballard argued that many other survivors’ accounts indicated that the ship had broken in two as she was sinking. As the engines are now known to have stayed in place along with most of the boilers, the “great noise” heard by witnesses and the momentary settling of the stern were presumably caused by the break-up of the ship rather than the loosening of her fittings or boiler explosions.

There are two main theories on how the ship broke in two – the “top-down” theory and the Mengot theory, so named for its creator, Roy Mengot. The more popular top-down theory states that the breakup was centralized on the structural weak-point at the entrance to the first boiler room, and that the breakup formed first at the upper decks before shooting down to the keel. The breakup totally separated the ship up to the double bottom, which acted as a hinge connecting bow and stern. From this point, the bow was able to pull down the stern, until the double bottom failed and both segments of the ship finally separated. The Mengot theory postulates that the ship broke due to compression forces and not fracture tension, which resulted in a bottom-to-top break. The double-bottom would have failed first and been forced to buckle upwards into the lower decks, as the breakup shot up to the upper decks. In this model, the ship was held together by the B-Deck, which featured 6 large doubler plates – trapezoidal steel segments meant to prevent cracks from forming in the smokestack uptake while at sea – which acted as a buffer and pushed the fractures away. As the hull’s contents spilled out of the ship, B-Deck failed and caused the aft tower and forward tower superstructures to detach from the stern as the bow was freed and sank.

After they went under, the bow and stern took only about 5–6 minutes to sink 3,795 metres (12,451 ft), spilling a trail of heavy machinery, tons of coal and large quantities of debris from Titanic‘s interior. The two parts of the ship landed about 600 metres (2,000 ft) apart on a gently undulating area of the seabed. The streamlined bow section continued to descend at about the angle it had taken on the surface, striking the seabed prow-first at a shallow angle at an estimated speed of 25–30 mph (40–48 km/h). Its momentum caused it to dig a deep gouge into the seabed and buried the section up to 20 metres (66 ft) deep in sediment before it came to an abrupt halt. The sudden deceleration caused the bow’s structure to buckle downwards by several degrees just forward of the bridge. The decks at the rear end of the bow section, which had already been weakened during the break-up, collapsed one atop another.

The stern section seems to have descended almost vertically, probably rotating as it fell. Empty tanks and cofferdams imploded as it descended, tearing open the structure and folding back the steel ribbing of the poop deck. The section landed with such force that it buried itself about 15 metres (49 ft) deep at the rudder. The decks pancaked down on top of each other and the hull plating splayed out to the sides. Debris continued to rain down across the seabed for several hours after the sinking.

Source: Wikipedia

The Truth

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

HISTORICAL TRUTH

THE TIME IS NOW:

AWAKEN HUMANITY

Titanic – 3.10 – RMS Titanic Collapsible Lifeboat D (April 15, 1912)

THE SINKING OF THE TITANIC


RMS Titanic
Collapsible Lifeboat D

The Official Story

SINKING OF THE RMS TITANIC
(Rescue and Departure)


 

Titanic‘s survivors were rescued around 04:00 on 15 April by the RMS Carpathia, which had steamed through the night at high speed and at considerable risk, as the ship had to dodge numerous icebergs en route. Carpathia‘s lights were first spotted around 03:30, which greatly cheered the survivors, though it took several more hours for everyone to be brought aboard. The 30 or more men on collapsible B finally managed to board two other lifeboats, but one survivor died just before the transfer was made. Collapsible A was also in trouble and was now nearly awash; many of those aboard (maybe more than half) had died overnight. The remaining survivors were transferred from A into another lifeboat, leaving behind three bodies in the boat, which was left to drift away. It was recovered a month later by the White Star liner RMS Oceanic with the bodies still aboard.

Those on Carpathia were startled by the scene that greeted them as the sun rose: “fields of ice on which, like points on the landscape, rested innumerable pyramids of ice.” Captain Arthur Rostron of Carpathia saw ice all around, including 20 large bergs measuring up to 200 feet (61 m) high and numerous smaller bergs, as well as ice floes and debris from Titanic. It appeared to Carpathia‘s passengers that their ship was in the middle of a vast white plain of ice, studded with icebergs appearing like hills in the distance.

As the lifeboats were brought alongside Carpathia, the survivors came aboard the ship by various means. Some were strong enough to climb up rope ladders; others were hoisted up in slings, and the children were hoisted in mail sacks. The last lifeboat to reach the ship was Lightoller’s boat No. 12, with 74 people aboard a boat designed to carry 65. They were all on Carpathia by 09:00. There were some scenes of joy as families and friends were reunited, but in most cases hopes died as loved ones failed to reappear.

At 09:15, two more ships appeared on the scene – Mount Temple and Californian, which had finally learned of the disaster when her radio operator returned to duty – but by then there were no more survivors to rescue. Carpathia had been bound for Fiume, Austria-Hungary (now Rijeka, Croatia), but as she had neither the stores nor the medical facilities to cater for the survivors, Rostron ordered that a course be calculated to return the ship to New York, where the survivors could be properly looked after. Carpathia departed the area, leaving the other ships to carry out a final, fruitless, two-hour search.

RMS Titanic Lifeboats

The lifeboats of the RMS Titanic played a crucial role in the disaster of 14–15 April 1912.

One of the ship’s legacies was that she had 20 lifeboats that in total could only accommodate 1,178 people, despite the fact that there were approximately 2,208 on board.

RMS Titanic had a maximum capacity of 3,547 passengers and crew.

18 lifeboats were used, loading between 11:45 p.m. and 2:15 a.m., though Collapsible Boat A floated off the ship’s partially submerged deck, and Collapsible Boat B floated away upside down minutes before the ship upended and sank.

Many lifeboats only carried half of their maximum capacity; there are many versions as to the reasoning behind half-filled lifeboats.

Some sources claimed they were afraid of the lifeboat buckling under the weight, others suggested it was because the crew were following orders to evacuate women and children first. As the half-filled boats rowed away from the ship, they were too far for other passengers to reach, and most lifeboats did not return to the wreck, due to fear of being swamped by drowning victims. Only lifeboats 4 and 14 returned to retrieve survivors from the water, some of whom later died.

RMS Carpathia did not reach the lifeboats until 4 a.m., one hour and forty minutes after Titanic sank to the bottom of the sea according to generally accepted reports, and the rescue continued until the last lifeboat was collected at 8:30 a.m.

Although the number of lifeboats was insufficient, Titanic was in compliance with maritime safety regulations of the time. The sinking showed that the regulations were outdated for such large passenger ships. The Inquiry also revealed White Star Line wanted fewer boats on the decks, to provide unobstructed views for passengers and give the ship more aesthetics from an exterior viewpoint. In the event of an emergency, it was not anticipated that all passengers and crew would require evacuation at the same time, as it was believed Titanic would float for long enough to allow a transfer of passengers and crew to a rescue vessel.

Compounding the disaster, Titanic‘s crew were poorly trained on using the davits (lifeboat launching equipment). As a result, boat launches were slow, improperly executed, and poorly supervised. These factors contributed to the lifeboats departing with only half capacity.

1,503 people did not make it on to a lifeboat and were aboard Titanic when she sank to the bottom of the North Atlantic Ocean. 705 people remained in the lifeboats until later that morning when they were rescued by RMS Carpathia. Those aboard the lifeboats were picked up by Carpathia over the course of 4 hours and 30 minutes, from about 4 a.m. to 8:30 a.m., and 13 of the lifeboats were also taken aboard. The lifeboats were returned to the White Star Line at New York Harbor, as they were the only items of value salvaged from the shipwreck, but subsequently vanished from history over time.

Collapsible Boat D (port)

By the time Collapsible Boat D was launched at 2:05 a.m., there were still 1,500 people on board Titanic and only 47 seats in the lifeboat. Crew members formed a circle around the boat to ensure that only women and children could board. Two small boys were brought through the cordon by a man calling himself “Louis Hoffman”. His real name was Michel Navratil; he was a Slovak tailor who had kidnapped his sons from his estranged wife and was taking them to the United States. He did not board the lifeboat and died when the ship sank. The identity of the children, who became known as the “Titanic Orphans”, was a mystery for some time after the sinking and was only resolved when Navratil’s wife recognized them from photographs that had been circulated around the world. Four year-old Michael Joseph Yusuf, who was earlier separated from his mother and sister, was placed in the lifeboat by crew members. The three boys were the last children to be rescued in a lifeboat. The elder of the brothers, Michel Marcel Navratil, was the last living male survivor of the disaster. First class passenger Archibald Gracie began escorting female passengers to the front of the ship. After spotting passengers Caroline Brown and Edith Evans together, he took them to the lifeboat – one on each arm. First Class passenger Edith Evans gave up her place in the lifeboat to Caroline Brown, who became the last passenger to enter a lifeboat from the davits. Evans tried to get in but fumbled as she couldn’t reach over the gunwale, deciding to stay on the boat to wait and board another collapsible lifeboat. Evans became one of only four First Class women to perish in the disaster.

In the end, about 25 people were on board when it left the deck under the command of Quartermaster Arthur Bright. Two first class passengers, Hugh Woolner and Mauritz Håkan Björnström-Steffansson, jumped from A-Deck (which had started to flood) into the boat as it was being lowered, with Björnström-Stefansson landing upside down in the boat’s bow and Woolner landing half-out, before being pulled aboard by the occupants. Another first class passenger, Frederick Maxfield Hoyt, who had previously put his wife in the boat, jumped in the water immediately after, and was hauled aboard by Woolner and Björnström-Steffansson. The number of people on board later increased when 13 survivors, including R. Norris Williams and Rhoda Abbott, were transferred from Collapsible Boat A. Carpathia picked up those aboard collapsible D at 7:15 a.m.

Source: Wikipedia

The Truth

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

HISTORICAL TRUTH

THE TIME IS NOW:

AWAKEN HUMANITY

Titanic – 3.11 – RMS Carpathia Docked in NYC (After Rescue of Titanic Survivors)

THE SINKING OF THE TITANIC


RMS Carpathia
Docked in NYC

The Official Story

SINKING OF THE RMS TITANIC
(RMS Carpathia’s Arrival in New York)


 

RMS Carpathia took three days to reach New York after leaving the scene of the disaster. Her journey was slowed by pack ice, fog, thunderstorms and rough seas. She was, however, able to pass news to the outside world by wireless about what had happened. The initial reports were confusing, leading the American press to report erroneously on 15 April that Titanic was being towed to port by the SS Virginian.

Later that day, confirmation came through that Titanic had been lost and that most of her passengers and crew had died. The news attracted crowds of people to the White Star Line’s offices in London, New York, Montreal, Southampton, Liverpool and Belfast. It hit hardest in Southampton, whose people suffered the greatest losses from the sinking. Four out of every five crew members came from this town.

Carpathia docked at 9:30 p.m. on 18 April at New York’s Pier 54 and was greeted by some 40,000 people waiting at the quayside in heavy rain. Immediate relief in the form of clothing and transportation to shelters was provided by the Women’s Relief Committee, the Travelers Aid Society of New York, and the Council of Jewish Women, among other organisations. Many of Titanic‘s surviving passengers did not linger in New York but headed onwards immediately to relatives’ homes. Some of the wealthier survivors chartered private trains to take them home, and the Pennsylvania Railroad laid on a special train free of charge to take survivors to Philadelphia. Titanic‘s 214 surviving crew members were taken to the Red Star Line’s steamer SS Lapland, where they were accommodated in passenger cabins.

Carpathia was hurriedly restocked with food and provisions before resuming her journey to Fiume, Austria-Hungary. Her crew were given a bonus of a month’s wages by Cunard as a reward for their actions, and some of Titanic‘s passengers joined together to give them an additional bonus of nearly £900 (£90,000 today), divided among the crew members.

The ship’s arrival in New York led to a frenzy of press interest, with newspapers competing to be the first to report the survivors’ stories. Some reporters bribed their way aboard the pilot boat New York, which guided Carpathia into harbour, and one even managed to get onto Carpathia before she docked. Crowds gathered outside newspaper offices to see the latest reports being posted in the windows or on billboards. It took another four days for a complete list of casualties to be compiled and released, adding to the agony of relatives waiting for news of those who had been aboard Titanic.

Source: Wikipedia

The Truth

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

HISTORICAL TRUTH

THE TIME IS NOW:

AWAKEN HUMANITY

Titanic – 3.12 – SS Californian (On the morning after Titanic sank)

THE SINKING OF THE TITANIC


SS Californian

The Official Story

SINKING OF THE RMS TITANIC
(Role of the SS Californian)


 

One of the most controversial issues examined by the inquiries was the role played by SS Californian, which had been only a few miles from Titanic but had not picked up her distress calls or responded to her signal rockets.

Californian had warned Titanic by radio of the pack ice (that was the reason Californian had stopped for the night) but was rebuked by Titanic‘s senior wireless operator, Jack Phillips.

Testimony before the British inquiry revealed that at 10:10 pm, Californian observed the lights of a ship to the south; it was later agreed between Captain Stanley Lord and Third Officer C.V. Groves (who had relieved Lord of duty at 11:10 pm) that this was a passenger liner. At 11:50 pm, the officer had watched that ship’s lights flash out, as if she had shut down or turned sharply, and that the port light was now visible. Morse light signals to the ship, upon Lord’s order, were made between 11:30 p.m. and 1:00 am, but were not acknowledged. If Titanic was as far from the Californian as Lord claimed, then he knew, or should have known, that Morse signals would not be visible.

A reasonable and prudent course of action would have been to awaken the wireless operator and to instruct him to attempt to contact Titanic by that method. Had Lord done so, it is possible he could have reached Titanic in time to save additional lives.

Captain Lord had gone to the chartroom at 11:00 p.m. to spend the night; however, Second Officer Herbert Stone, now on duty, notified Lord at 1:10 a.m. that the ship had fired five rockets. Lord wanted to know if they were company signals, that is, coloured flares used for identification. Stone said that he did not know and that the rockets were all white. Captain Lord instructed the crew to continue to signal the other vessel with the Morse lamp, and went back to sleep. Three more rockets were observed at 1:50 a.m. and Stone noted that the ship looked strange in the water, as if she were listing. At 2:15 am, Lord was notified that the ship could no longer be seen. Lord asked again if the lights had had any colours in them, and he was informed that they were all white.

Californian eventually responded. At around 5:30 am, Chief Officer George Stewart awakened wireless operator Cyril Furmstone Evans, informed him that rockets had been seen during the night, and asked that he try to communicate with any ship. He got news of Titanic‘s loss, Captain Lord was notified, and the ship set out to render assistance. She arrived well after Carpathia had already picked up all the survivors.

The inquiries found that the ship seen by Californian was in fact Titanic and that it would have been possible for Californian to come to her rescue; therefore, Captain Lord had acted improperly in failing to do so.

Source: Wikipedia

The Truth

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

HISTORICAL TRUTH

THE TIME IS NOW:

AWAKEN HUMANITY

Titanic – 3.13 – SS Mount Temple (First to receive Titanic’s Distress Call)

THE SINKING OF THE TITANIC


SS Mount Temple

The Official Story

SINKING OF THE RMS TITANIC
(SS Mount Temple)


 

Mount Temple was a passenger cargo steamship built in 1901 by Armstrong Whitworth & Company of Newcastle for Elder, Dempster & Co Ltd of Liverpool to operate as part of its Beaver Line. The ship was shortly afterwards acquired by the Canadian Pacific Railway. It was one of the first vessels to respond to the distress signals of RMS Titanic in 1912.

In 1916, while crossing the Atlantic with horses for the war effort and carrying a large number of newly collected dinosaur fossils (two of which were the hadrosaurs Corythosaurus), she was captured and scuttled complete with her cargo.

Actions during the sinking of RMS Titanic

Mount Temple set out on her usual voyage at 14:00 on 3 April 1912 from Antwerp bound for Saint John, New Brunswick. The steamer was under the command of captain James Henry Moore and was carrying 1,466 passengers, mostly steerage, and a crew of 143. On the night of 14–15 April, Mount Temple‘s Marconi wireless operator, John Durrant, was about to sign off for the evening when at around 00:11 ship’s time (22:25 New York Time) he picked up a distress signal from RMS Titanic, which had its now-famous encounter with an iceberg. The message contained an erroneous distress position of 41°44′N 50°24′W. Durrant had the message relayed to the bridge by a steward, and acknowledged receipt of the signal to Titanic‘s wireless operator, Jack Phillips. Phillips had difficulty hearing the call from Durrant, however, because of the racket of steam which was then ‘blowing off’ from Titanic‘s funnels. Durrant made sure not to jam the ongoing exchange between Titanic and other ships, which he assumed to be closer to the scene. Ten minutes after the first distress call from Titanic was received (at 00:21 ship’s time, 22:35 New York time), another message came in from Titanic with corrected distress coordinates: the now famous position of 41°46′N 50°14′W. This position was 13 miles (21 km) west of where Titanic actually sank, as confirmed by the wreck’s coordinates. (The center of Titanic‘s boiler field is located at 41°43.5′N 49°56.8′W)

When this message was received, Captain Moore was asleep. After being awakened, he assessed the situation carefully. He had standing orders to avoid icebergs, but after receiving the distress call he decided to mount a rescue operation. He immediately turned his ship around and steamed north-northeast at an estimated speed of 11+1⁄2 knots (21.3 km/h; 13.2 mph) towards Titanic‘s last reported position of 41°46′N 50°14′W. He consulted with his chief engineer, John Gillet, to try to coax even more speed out of the ageing vessel. Moore worked out his own rough position as 41°25′N 51°14′W, about 61 nautical miles (113 km; 70 mi) south and west from the now-established location of the wreck of the Titanic (41°43.5′N 49°56.8′W). Even at full speed, it would take around four hours to cover the distance between his ship and Titanic.

Once underway, Moore had his off-duty crew awakened and briefed and ordered the 20 lifeboats aboard uncovered. He had ropes and ladders readied, lifebelts prepared and posted extra lookouts to aid avoiding the icebergs reported in the area. Initial progress was good but after finding his ship coming upon a large ice field at around 03:00 on 15 April, the vessel slowed until becoming increasingly surrounded by pack ice. Around this time, Mount Temple encountered what was thought to be a schooner with just a single green light, which went unidentified and caused the ship to take evasive action. This green light may have been a rocket or flare launched by either survivors of the Titanic or launched by RMS Carpathia speeding to the rescue. With the amount of ice becoming ever greater, Mount Temple heaved-to around 14 nautical miles (26 km; 16 mi) short of Titanic‘s last reported position at around 03:25 and continued drifting through the ice field until the daybreak. She reached the last known position of Titanic around 04:30, and found herself in a heavily packed ice-field, but no trace of survivors or wreckage. After about half an hour wait, Moore proceeded south-southeast looking for an opening to pass thorough the pack ice, but eventually reversed course back to north-northwest, shadowing the western edge of the ice pack. Some time between 6:00 and 06:30 Carpathia, commanded by Captain Arthur Rostron, was sighted to the east of the vessel, and SS Californian was observed to the north cutting across the ice field from east to west. At 06:52, after the sunrise, Moore took prime vertical sight of the sun to determine his position and found out he was several miles east of Titanic‘s reported longitude and, using dead reckoning, concluded that her actual accident location to be about eight miles (13 km) further east, across the ice field in front of him.

Mount Temple sent a wireless request to Carpathia but received no answer. At around 08:30 Californian came along Carpathia as she was finishing picking up the last survivors. At 08:31 Carpathia reported picking up 20 boats, and sent another message at 09:26 telling everyone there was no more need to stand by, following which, Moore gave the order to reverse course and continue the voyage to New Brunswick. Once Mount Temple had docked at Saint John on 19 April, he was summoned to the American and later British inquests into the sinking.

As soon as Mount Temple reached Canada, she became the center of controversy as two passengers, and allegedly some crew members, stated that the ship was close to Titanic but failed to come to her rescue as they saw her distress rockets and even watched her sinking. These speculations were ignored by both the American and British inquiries, and none of Mount Temple‘s officers either testified or submitted affidavits in support of these claims. Over the years, attempts have been made to stir up further controversy over Mount Temple‘s role in the sinking of the Titanic, often in a thinly-veiled attempt to deflect blame and responsibility from the Leyland liner Californian, which was much closer to the scene of the tragedy, and whose officers reported seeing a number of rockets bursting over an unidentified ship they were watching.

The controversy surrounding Mount Temple was further stirred up in November 2020 by the PBS program Abandoning the Titanic, part of the Secrets of the Dead series. Airing in some countries as Titanic: A Dead Reckoning, it was co-produced and co-written by journalist and Titanic author Senan Molony. The show repeated some old claims about Mount Temple and its role in the disaster, and made some new ones. Among these claims, it was said that Mount Temple was much closer to Titanic when the SOS was received, that Mount Temple approached to within five miles (8.0 km) of Titanic when Captain Moore decided to retreat after encountering the ice field in an attempt to avoid risk to his own ship, and that Mount Temple matched the appearance of the “mystery ship” that was being observed from Titanic because of the distance between her four masts, as later observed by the commander of a U-boat which sank Mount Temple in World War I. The show concluded that Californian‘s captain, Stanley Lord, was wrongly pilloried for failing to reach Titanic, when it was actually Mount Temple‘s Master who abandoned the doomed liner’s passengers and crew to their fate.

This hypothesis, however, is strongly contested by historians. In January 2021, a well-known team of Titanic historians and authors released a rebuttal paper entitled: ‘Abandoning the Titanic‘, Abandoning Reality: The Truth About the SS Mount Temple.’ Although the new show attempts to discredit Captain Moore of Mount Temple and lays blame for “abandoning” Titanic and those aboard her to their fate, the historical record clearly proves otherwise. At a distance of 49.5 nautical miles (91.7 km; 57.0 mi) from the famous distress coordinates of Titanic, and roughly 60 miles (97 km) from the actual location of the disaster, Mount Temple was simply too far away to be seen from those aboard Titanic, and for those aboard Mount Temple to see Titanic or her distress rockets. Captain Moore and his crew made a desperate attempt to reach the stricken Titanic, but only reached the western side of the ice field that stood between her and the wreck site some 2 hours and 40 minutes after Titanic sank. There was no way that she could have reached Titanic in time to carry out a rescue; she did not ‘abandon’ Titanic.

Mount Temple Seamount, one of the Fogo Seamounts southeast of the Grand Banks of Newfoundland in the North Atlantic Ocean, is named after Mount Temple for her role in the sinking of the Titanic.

Source: Wikipedia

The Truth

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

HISTORICAL TRUTH

THE TIME IS NOW:

AWAKEN HUMANITY

Titanic – 3.14 – Newspaper Boy Ned Parfett (White Star Line London offices, April 16, 1912)

THE SINKING OF THE TITANIC


Newspaper Boy
Ned Parfett

The Official Story

SINKING OF THE RMS TITANIC
(Aftermath, Grief and Outrage)


 

When Carpathia arrived at Pier 54 in New York on the evening of 18 April after a difficult voyage through pack ice, fog, thunderstorms and rough seas, some 40,000 people were standing on the wharves, alerted to the disaster by a stream of radio messages from Carpathia and other ships. It was only after Carpathia docked – three days after Titanic‘s sinking – that the full scope of the disaster became public knowledge.

Even before Carpathia arrived in New York, efforts were getting underway to retrieve the dead. Four ships chartered by the White Star Line succeeded in retrieving 328 bodies; 119 were buried at sea, while the remaining 209 were brought ashore to the Canadian port of Halifax, Nova Scotia, where 150 of them were buried. Memorials were raised in various places – New York, Washington, Southampton, Liverpool, Belfast and Lichfield, among others – and ceremonies were held on both sides of the Atlantic to commemorate the dead and raise funds to aid the survivors. The bodies of most of Titanic‘s victims were never recovered, and the only evidence of their deaths was found 73 years later among the debris on the seabed: pairs of shoes lying side by side, where bodies had once lain before eventually decomposing.

The prevailing public reaction to the disaster was one of shock and outrage, directed against several issues and people: why were there so few lifeboats? Why had Ismay saved his own life when so many others died? Why did Titanic proceed into the ice field at full speed?

The outrage was driven not least by the survivors themselves; even while they were aboard Carpathia on their way to New York, Beesley and other survivors determined to “awaken public opinion to safeguard ocean travel in the future” and wrote a public letter to The Times urging changes to maritime safety laws.

In places closely associated with Titanic, the sense of grief was deep. The heaviest losses were in Southampton, home port to 699 crew members and also home to many of the passengers. Crowds of weeping women – the wives, sisters and mothers of crew – gathered outside the White Star offices in Southampton for news of their loved ones. Most of them were among the 549 Southampton residents who perished. In Belfast, churches were packed, and shipyard workers wept in the streets. The ship had been a symbol of Belfast’s industrial achievements, and there was not only a sense of grief but also one of guilt, as those who had built Titanic came to feel they had been responsible in some way for her loss.

Source: Wikipedia

The Truth

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

HISTORICAL TRUTH

THE TIME IS NOW:

AWAKEN HUMANITY

Titanic – 3.15 – Titanic Disaster (New York Herald, Front Page)

THE SINKING OF THE TITANIC


Titanic Disaster

The Official Story

SINKING OF THE RMS TITANIC
(Aftermath, Grief and Outrage)


 

When Carpathia arrived at Pier 54 in New York on the evening of 18 April after a difficult voyage through pack ice, fog, thunderstorms and rough seas, some 40,000 people were standing on the wharves, alerted to the disaster by a stream of radio messages from Carpathia and other ships. It was only after Carpathia docked – three days after Titanic‘s sinking – that the full scope of the disaster became public knowledge.

Even before Carpathia arrived in New York, efforts were getting underway to retrieve the dead. Four ships chartered by the White Star Line succeeded in retrieving 328 bodies; 119 were buried at sea, while the remaining 209 were brought ashore to the Canadian port of Halifax, Nova Scotia, where 150 of them were buried. Memorials were raised in various places – New York, Washington, Southampton, Liverpool, Belfast and Lichfield, among others – and ceremonies were held on both sides of the Atlantic to commemorate the dead and raise funds to aid the survivors. The bodies of most of Titanic‘s victims were never recovered, and the only evidence of their deaths was found 73 years later among the debris on the seabed: pairs of shoes lying side by side, where bodies had once lain before eventually decomposing.

The prevailing public reaction to the disaster was one of shock and outrage, directed against several issues and people: why were there so few lifeboats? Why had Ismay saved his own life when so many others died? Why did Titanic proceed into the ice field at full speed?

The outrage was driven not least by the survivors themselves; even while they were aboard Carpathia on their way to New York, Beesley and other survivors determined to “awaken public opinion to safeguard ocean travel in the future” and wrote a public letter to The Times urging changes to maritime safety laws.

In places closely associated with Titanic, the sense of grief was deep. The heaviest losses were in Southampton, home port to 699 crew members and also home to many of the passengers. Crowds of weeping women – the wives, sisters and mothers of crew – gathered outside the White Star offices in Southampton for news of their loved ones. Most of them were among the 549 Southampton residents who perished. In Belfast, churches were packed, and shipyard workers wept in the streets. The ship had been a symbol of Belfast’s industrial achievements, and there was not only a sense of grief but also one of guilt, as those who had built Titanic came to feel they had been responsible in some way for her loss.

New York Herald

The New York Herald was a large-distribution newspaper based in New York City that existed between 1835 and 1924, when it was acquired by its smaller rival the New-York Tribune to form the New York Herald Tribune.

It ceased publication in 1966 after a prolonged and draining strike with its printers union; its European edition was jointly acquired by The Washington Post and The New York Times, which renamed it the International Herald Tribune. The Times subsequently gained full control, publishing it today as The New York Times International Edition. New York magazine, created as the Herald Tribune‘s Sunday magazine in 1963, was independently revived in 1968. It continues to publish today under this name.

Source: Wikipedia

The Truth

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

HISTORICAL TRUTH

THE TIME IS NOW:

AWAKEN HUMANITY

Titanic – 3.16 – Titanic Disaster (El Mercurio, Front Page)

THE SINKING OF THE TITANIC


Titanic Disaster

The Official Story

SINKING OF THE RMS TITANIC
(Aftermath, Grief and Outrage)


 

When Carpathia arrived at Pier 54 in New York on the evening of 18 April after a difficult voyage through pack ice, fog, thunderstorms and rough seas, some 40,000 people were standing on the wharves, alerted to the disaster by a stream of radio messages from Carpathia and other ships. It was only after Carpathia docked – three days after Titanic‘s sinking – that the full scope of the disaster became public knowledge.

Even before Carpathia arrived in New York, efforts were getting underway to retrieve the dead. Four ships chartered by the White Star Line succeeded in retrieving 328 bodies; 119 were buried at sea, while the remaining 209 were brought ashore to the Canadian port of Halifax, Nova Scotia, where 150 of them were buried. Memorials were raised in various places – New York, Washington, Southampton, Liverpool, Belfast and Lichfield, among others – and ceremonies were held on both sides of the Atlantic to commemorate the dead and raise funds to aid the survivors. The bodies of most of Titanic‘s victims were never recovered, and the only evidence of their deaths was found 73 years later among the debris on the seabed: pairs of shoes lying side by side, where bodies had once lain before eventually decomposing.

The prevailing public reaction to the disaster was one of shock and outrage, directed against several issues and people: why were there so few lifeboats? Why had Ismay saved his own life when so many others died? Why did Titanic proceed into the ice field at full speed?

The outrage was driven not least by the survivors themselves; even while they were aboard Carpathia on their way to New York, Beesley and other survivors determined to “awaken public opinion to safeguard ocean travel in the future” and wrote a public letter to The Times urging changes to maritime safety laws.

In places closely associated with Titanic, the sense of grief was deep. The heaviest losses were in Southampton, home port to 699 crew members and also home to many of the passengers. Crowds of weeping women – the wives, sisters and mothers of crew – gathered outside the White Star offices in Southampton for news of their loved ones. Most of them were among the 549 Southampton residents who perished. In Belfast, churches were packed, and shipyard workers wept in the streets. The ship had been a symbol of Belfast’s industrial achievements, and there was not only a sense of grief but also one of guilt, as those who had built Titanic came to feel they had been responsible in some way for her loss.

El Mercurio

El Mercurio (known online as El Mercurio On-Line, EMOL) is a Chilean newspaper with editions in Valparaíso and Santiago. Its Santiago edition is considered the country’s newspaper of record and it is considered the oldest daily in the Spanish language currently in circulation. El Mercurio is owned by El Mercurio S.A.P. (Sociedad Anónima Periodística ‘joint stock news company’), which operates a network of 19 regional dailies and 32 radio stations across the country.

Source: Wikipedia

The Truth

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

HISTORICAL TRUTH

THE TIME IS NOW:

AWAKEN HUMANITY

Titanic – 3.17 – Lloyd’s of London 1928 Facade (RMS Titanic Insurance Company)

THE SINKING OF THE TITANIC


Lloyd’s of London
1928 Facade

The Official Story

LLOYD’S OF LONDON
(RMS Titanic Insurance Company)


 

Lloyd’s of London, generally known simply as Lloyd’s, is an insurance and reinsurance market located in London, United Kingdom. Unlike most of its competitors in the industry, it is not an insurance company; rather, Lloyd’s is a corporate body governed by the Lloyd’s Act 1871 and subsequent Acts of Parliament. It operates as a partially-mutualised marketplace within which multiple financial backers, grouped in syndicates, come together to pool and spread risk. These underwriters, or “members”, are a collection of both corporations and private individuals, the latter being traditionally known as “Names”.

The business underwritten at Lloyd’s is predominantly general insurance and reinsurance, although a small number of syndicates write term life insurance. The market has its roots in marine insurance and was founded by Edward Lloyd at his coffee house on Tower Street in c. 1688. Today, it has a dedicated building on Lime Street which is Grade I listed. Traditionally business is transacted at each syndicate’s “box” in the underwriting “Room” within this building, with the policy document being known as a “slip”, but in more recent years it has become increasingly common for business to be conducted outside of the Lloyd’s building itself, including remotely.

The market’s motto is Fidentia, Latin for “confidence”, and it is closely associated with the Latin phrase uberrima fides, or “utmost good faith”, representing the relationship between underwriters and brokers.

Having survived multiple scandals and significant challenges through the second half of the 20th century, most notably the asbestosis affair, Lloyd’s today promotes its strong financial “chain of security” available to promptly pay all valid claims. This chain consists of £55.2 billion of syndicate-level assets, £31bn of members’ “funds at Lloyd’s” and £4.9bn in a third mutual link which includes the “Central Fund” and which is under the control of the Council of Lloyd’s.

In 2021 there were 75 syndicates managed by 50 “managing agencies” that collectively wrote £39.2bn of gross premiums on risks placed by 388 registered brokers. Around half of Lloyd’s premiums emanate from North America and around one-quarter from Europe. Direct insurance represented 63 per cent of the premiums, mostly covering property and casualty (liability), while the remaining 37 per cent was reinsurance.

History (Early 20th century)

In April 1912 Lloyd’s suffered perhaps its most famous loss: the sinking of the Titanic. It was insured for £1 million, which represented 20 per cent of the entire market’s capacity, making it the largest marine risk ever insured. The record of its sinking in the 1912 “Loss Book” is on display in the Lloyd’s building.

Aftermath of the Titanic sinking

In January 1912, the hulls and equipment of Titanic and Olympic had been insured through Lloyd’s of London and London Marine Insurance. The total coverage was £1,000,000 (£102,000,000 today) per ship. The policy was to be “free from all average” under £150,000, meaning that the insurers would only pay for damage in excess of that sum. The premium, negotiated by brokers Willis Faber & Company (now Willis Group), was 15 s (75 p) per £100, or £7,500 (£790,000 today) for the term of one year. Lloyd’s paid the White Star Line the full sum owed to them within 30 days.

Lloyd’s Building (1928 Facade)

The Lloyd’s building (sometimes known as the Inside-Out Building) is the home of the insurance institution Lloyd’s of London. It is located on the former site of East India House in Lime Street, in London’s main financial district, the City of London. The building is a leading example of radical Bowellism architecture in which the services for the building, such as ducts and elevators, are located on the exterior to maximise space in the interior.

In 2011, twenty-five years after its completion in 1986 the building received Grade I listing; at this time it was the youngest structure ever to obtain this status. It is said by Historic England to be “universally recognised as one of the key buildings of the modern epoch”. However, its innovation of having key service pipes, etc routed outside the walls has led to very expensive maintenance costs due to their exposure to the elements.

History

The first Lloyd’s building (address 12 Leadenhall Street) had been built on this site in 1928 to the design of Sir Edwin Cooper. In 1958, due to expansion of the market, a new building was constructed across the road at 51 Lime Street (now the site of the Willis Building). Lloyd’s now occupied the Heysham Building and the Cooper Building.

By the 1970s Lloyd’s had again outgrown these two buildings and proposed to extend the Cooper Building. In 1978, the corporation ran an architectural competition which attracted designs from practices such as Foster Associates, Arup and Ioeh Ming Pei. Lloyd’s commissioned Richard Rogers to redevelop the site, and the original 1928 building on the western corner of Lime and Leadenhall Streets was demolished to make way for the present one, which was officially opened by Queen Elizabeth II on 18 November 1986. The 1928 building’s entrance at 12 Leadenhall Street was preserved and forms a rather incongruous attachment to the 1986 structure. Demolition of the 1958 building commenced in 2004 to make way for the 26-storey Willis Building.

Source: Wikipedia

The Truth

FALSE FLAG

A false flag is a covert operation designed to deceive; the deception creates the appearance of a particular party, group, or nation being responsible for some activity, disguising the actual source of responsibility.

SUBLIMINAL
adjective

(of a stimulus or mental process) below the threshold of sensation or consciousness; perceived by or affecting someone’s mind without their being aware of it.

HISTORICAL TRUTH

THE TIME IS NOW:

AWAKEN HUMANITY