🔜 Prepare now for what is to come 💬

If you listen to the mainstream media, you’d think a new crash is imminent. But former Goldman Sachs Managing Director Dr. Nomi Prins is coming forward with a different kind of prediction. [LOGO]( At Non Stop Earnings, we keep an eye out for favorable circumstances we believe will interest our readers. The following is one such message from one of our colleagues I think you’ll appreciate. Dear Reader, A strange phenomenon is ‘distorting’ America’s financial system. If you listen to the mainstream media, you’d think a new crash is imminent. But former Goldman Sachs Managing Director Dr. Nomi Prins is coming forward with a different kind of prediction. It has nothing to do with a pandemic, or inflation, either… But “Americans who are hoping for a return to ‘normal’ are about to be left behind by a new reality,” she said. “We are about to see a crisis like nothing we’ve ever seen before.” “But it won’t be like the crashes we saw in 2000… 2008… or even 2020.” “In fact, the next crisis won’t be a crash at all.” Don’t get caught off guard by what will happen next. [Watch her bombshell prediction for America’s economy now.]( Construction, launch and fitting-out Construction in gantry, bow is seen Construction in gantry, 1909–11 Launch, 1911; ship with unfinished superstructure Launch, 1911 (unfinished superstructure) Fitting-out, 1911–12: Ship is seen in dock Fitting-out, 1911–12 The sheer size of Titanic and her sister ships posed a major engineering challenge for Harland and Wolff; no shipbuilder had ever before attempted to construct vessels this size.[78] The ships were constructed on Queen's Island, now known as the Titanic Quarter, in Belfast Harbour. Harland and Wolff had to demolish three existing slipways and build two new ones, the largest ever constructed up to that time, to accommodate both ships.[13] Their construction was facilitated by an enormous gantry built by Sir William Arrol & Co., a Scottish firm responsible for the building of the Forth Bridge and London's Tower Bridge. The Arrol Gantry stood 228 feet (69 m) high, was 270 feet (82 m) wide and 840 feet (260 m) long, and weighed more than 6,000 tons. It accommodated a number of mobile cranes. A separate floating crane, capable of lifting 200 tons, was brought in from Germany.[79] The construction of Olympic and Titanic took place virtually in parallel, with Olympic's keel laid down first on 16 December 1908 and Titanic's on 31 March 1909.[18] Both ships took about 26 months to build and followed much the same construction process. They were designed essentially as an enormous floating box girder, with the keel acting as a backbone and the frames of the hull forming the ribs. At the base of the ships, a double bottom 5 feet 3 inches (1.60 m) deep supported 300 frames, each between 24 inches (61 cm) and 36 inches (91 cm) apart and measuring up to about 66 feet (20 m) long. They terminated at the bridge deck (B Deck) and were covered with steel plates which formed the outer skin of the ships.[80] The 2,000 hull plates were single pieces of rolled steel plate, mostly up to 6 feet (1.8 m) wide and 30 feet (9.1 m) long and weighing between 2.5 and 3 tons.[81] Their thickness varied from 1 inch (2.5 cm) to 1.5 inches (3.8 cm).[47] The plates were laid in a clinkered (overlapping) fashion from the keel to the bilge. Above that point they were laid in the "in and out" fashion, where strake plating was applied in bands (the "in strakes") with the gaps covered by the "out strakes", overlapping on the edges. Commercial oxy-fuel and electric arc welding methods, ubiquitous in fabrication today, were still in their infancy; like most other iron and steel structures of the era, the hull was held together with over three million iron and steel rivets, which by themselves weighed over 1,200 tons. They were fitted using hydraulic machines or were hammered in by hand.[82] In the 1990s some material scientists concluded[83] that the steel plate used for the ship was subject to being especially brittle when cold, and that this brittleness exacerbated the impact damage and hastened the sinking. It is believed that, by the standards of the time, the steel plate's quality was good, not faulty, but that it was inferior to what would be used for shipbuilding purposes in later decades, owing to advances in the metallurgy of steelmaking.[83] As for the rivets, considerable emphasis has also been placed on their quality and strength.[84][85][86][87][88] Among the last items to be fitted on Titanic before the ship's launch were her two side anchors and one centre anchor. The anchors themselves were a challenge to make, with the centre anchor being the largest ever forged by hand and weighing nearly 16 tons. Twenty Clydesdale draught horses were needed to haul the centre anchor by wagon from the Noah Hingley & Sons Ltd forge shop in Netherton, near Dudley, United Kingdom to the Dudley railway station two miles away. From there it was shipped by rail to Fleetwood in Lancashire before being loaded aboard a ship and sent to Belfast.[89] The work of constructing the ships was difficult and dangerous. For the 15,000 men who worked at Harland and Wolff at the time,[90] safety precautions were rudimentary at best; a lot of the work was carried out without equipment like hard hats or hand guards on machinery. As a result, during Titanic's construction, 246 injuries were recorded, 28 of them "severe", such as arms severed by machines or legs crushed under falling pieces of steel. Six people died on the ship herself while she was being constructed and fitted out, and another two died in the shipyard workshops and sheds.[91] Just before the launch a worker was killed when a piece of wood fell on him.[92] Titanic was launched at 12:15 pm on 31 May 1911 in the presence of Lord Pirrie, J. Pierpont Morgan, J. Bruce Ismay and 100,000 onlookers.[93][94] Twenty-two tons of soap and tallow were spread on the slipway to lubricate the ship's passage into the River Lagan.[92] In keeping with the White Star Line's traditional policy, the ship was not formally named or christened with champagne.[93] The ship was towed to a fitting-out berth where, over the course of the next year, her engines, funnels and superstructure were installed and her interior was fitted out.[95] Although Titanic was virtually identical to the class's lead ship Olympic, a few changes were made to distinguish both ships. The most noticeable exterior difference was that Titanic (and the third vessel in class, Britannic) had a steel screen with sliding windows installed along the forward half of the A Deck promenade. This was installed as a last minute change at the personal request of Bruce Ismay, and was intended to provide additional shelter to First Class passengers.[96] Extensive changes were made to B Deck on Titanic as the promenade space in this deck, which had proven unpopular on Olympic, was converted into additional First Class cabins, including two opulent parlour suites with their own private promenade spaces. The À la Carte restaurant was also enlarged and the Café Parisien, an entirely new feature which did not exist on Olympic, was added. These changes made Titanic slightly heavier than her sister, and thus she could claim to be the largest ship afloat. The work took longer than expected due to design changes requested by Ismay and a temporary pause in work occasioned by the need to repair Olympic, which had been in a collision in September 1911. Had Titanic been finished earlier, she might well have missed her collision with an iceberg.[92] Sea trials Titanic leaving Belfast for her sea trials on 2 April 1912 Titanic's sea trials began at 6 am on Tuesday, 2 April 1912, just two days after her fitting out was finished and eight days before she was due to leave Southampton on her maiden voyage.[97] The trials were delayed for a day due to bad weather, but by Monday morning it was clear and fair.[98] Aboard were 78 stokers, greasers and firemen, and 41 members of crew. No domestic staff appear to have been aboard. Representatives of various companies travelled on Titanic's sea trials, Thomas Andrews and Edward Wilding of Harland and Wolff and Harold A. Sanderson of IMM. Bruce Ismay and Lord Pirrie were too ill to attend. Jack Phillips and Harold Bride served as radio operators and performed fine-tuning of the Marconi equipment. Francis Carruthers, a surveyor from the Board of Trade, was also present to see that everything worked and that the ship was fit to carry passengers.[99] The sea trials consisted of a number of tests of her handling characteristics, carried out first in Belfast Lough and then in the open waters of the Irish Sea. Over the course of about 12 hours, Titanic was driven at different speeds, her turning ability was tested and a "crash stop" was performed in which the engines were reversed full ahead to full astern, bringing her to a stop in 850 yd (777 m) or 3 minutes and 15 seconds.[100] The ship covered a distance of about 80 nautical miles (92 mi; 150 km), averaging 18 knots (21 mph; 33 km/h) and reaching a maximum speed of just under 21 knots (24 mph; 39 km/h).[101] On returning to Belfast at about 7 pm, the surveyor signed an "Agreement and Account of Voyages and Crew", valid for 12 months, which declared the ship seaworthy. An hour later, Titanic departed Belfast to head to Southampton, a voyage of about 570 nautical miles (660 mi; 1,060 km). After a journey lasting about 28 hours, she arrived about midnight on 4 April and was towed to the port's Berth 44, ready for the arrival of her passengers and the remainder of her crew.[102] Maiden voyage Titanic at Southampton docks, prior to departure Titanic in Cork harbour, 11 April 1912 Both Olympic and Titanic registered Liverpool as their home port. The offices of the White Star Line, as well as Cunard, were in Liverpool, and up until the introduction of the Olympic, most British ocean liners for both Cunard and White Star, such as Lusitania and Mauretania, sailed from Liverpool followed by a port of call in Queenstown, Ireland. Since the company's founding in 1845, a vast majority of their operations had taken place from Liverpool. However, in 1907 White Star Line established another service from Southampton on England's south coast, which became known as White Star's "Express Service". Southampton had many advantages over Liverpool, the first being its proximity to London.[103] In addition, Southampton, being on the south coast, allowed ships to easily cross the English Channel and make a port of call on the northern coast of France, usually at Cherbourg. This allowed British ships to pick up clientele from continental Europe before recrossing the channel and picking up passengers at Queenstown. The Southampton-Cherbourg-New York run would become so popular that most British ocean liners began using the port after World War I. Out of respect for Liverpool, ships continued to be registered there until the early 1960s. Queen Elizabeth 2 was one of the first ships registered in Southampton when introduced into service by Cunard in 1969.[103] Titanic's maiden voyage was intended to be the first of many trans-Atlantic crossings between Southampton and New York via Cherbourg and Queenstown on westbound runs, returning via Plymouth in England while eastbound. Indeed, her entire schedule of voyages through to December 1912 still exists.[104] When the route was established, four ships were assigned to the service. In addition to Teutonic and Majestic, RMS Oceanic and the brand new RMS Adriatic sailed the route. When the Olympic entered service in June 1911, she replaced Teutonic, which after completing her last run on the service in late April was transferred to the Dominion Line's Canadian service. The following August, Adriatic was transferred to White Star Line's main Liverpool-New York service, and in November, Majestic was withdrawn from service impending the arrival of Titanic in the coming months, and was mothballed as a reserve ship.[105][106] White Star Line's initial plans for Olympic and Titanic on the Southampton run followed the same routine as their predecessors had done before them. Each would sail once every three weeks from Southampton and New York, usually leaving at noon each Wednesday from Southampton and each Saturday from New York, thus enabling the White Star Line to offer weekly sailings in each direction. Special trains were scheduled from London and Paris to convey passengers to Southampton and Cherbourg respectively.[106] The deep-water dock at Southampton, then known as the "White Star Dock", had been specially constructed to accommodate the new Olympic-class liners, and had opened in 1911.[107] Crew Main article: Crew of Titanic Edward Smith, captain of Titanic, in 1911 Titanic had around 885 crew members on board for her maiden voyage.[108] Like other vessels of her time, she did not have a permanent crew, and the vast majority of crew members were casual workers who only came aboard the ship a few hours before she sailed from Southampton.[109] The process of signing up recruits had begun on 23 March and some had been sent to Belfast, where they served as a skeleton crew during Titanic's sea trials and passage to England at the start of April.[110] Captain Edward John Smith, the most senior of the White Star Line's captains, was transferred from Olympic to take command of Titanic.[111] Henry Tingle Wilde also came across from Olympic to take the post of chief mate. Titanic's previously designated chief mate and first officer, William McMaster Murdoch and Charles Lightoller, were bumped down to the ranks of first and second officer respectively. The original second officer, David Blair, was dropped altogether.[112][h] The third officer was Herbert Pitman MBE, the only deck officer who was not a member of the Royal Naval Reserve. Pitman was the second to last surviving officer. Titanic's crew were divided into three principal departments: Deck, with 66 crew; Engine, with 325; and Victualling, with 494.[113] The vast majority of the crew were thus not seamen but were either engineers, firemen, or stokers, responsible for looking after the engines, or stewards and galley staff, responsible for the passengers.[114] Of these, over 97% were male; just 23 of the crew were female, mainly stewardesses.[115] The rest represented a great variety of professions—bakers, chefs, butchers, fishmongers, dishwashers, stewards, gymnasium instructors, laundrymen, waiters, bed-makers, cleaners, and even a printer,[115] who produced a daily newspaper for passengers called the Atlantic Daily Bulletin with the latest news received by the ship's wireless operators.[51][i] Most of the crew signed on in Southampton on 6 April;[18] in all, 699 of the crew came from there, and 40% were natives of the town.[115] A few specialist staff were self-employed or were subcontractors. These included the five postal clerks, who worked for the Royal Mail and the United States Post Office Department, the staff of the First Class A La Carte Restaurant and the Café Parisien, the radio operators (who were employed by Marconi) and the eight musicians, who were employed by an agency and travelled as second-class passengers.[117] Crew pay varied greatly, from Captain Smith's £105 a month (equivalent to £11,100 today) to the £3 10s (£370 today) that stewardesses earned. The lower-paid victualling staff could, however, supplement their wages substantially through tips from passengers.[116] Passengers Main article: Passengers of Titanic See also: Animals aboard Titanic John Jacob Astor IV in 1909. He was the wealthiest person aboard Titanic; he did not survive. Titanic's passengers numbered approximately 1,317 people: 324 in First Class, 284 in Second Class, and 709 in Third Class. Of these, 869 (66%) were male and 447 (34%) female. There were 107 children aboard, the largest number of whom were in Third Class.[118] The ship was considerably under capacity on her maiden voyage, as she could accommodate 2,453 passengers—833 First Class, 614 Second Class, and 1,006 Third Class.[119] Usually, a high prestige vessel like Titanic could expect to be fully booked on its maiden voyage. However, a national coal strike in the UK had caused considerable disruption to shipping schedules in the spring of 1912, causing many crossings to be cancelled. Many would-be passengers chose to postpone their travel plans until the strike was over. The strike had finished a few days before Titanic sailed; however, that was too late to have much of an effect. Titanic was able to sail on the scheduled date only because coal was transferred from other vessels which were tied up at Southampton, such as SS City of New York and RMS Oceanic, as well as coal Olympic had brought back from a previous voyage to New York, which had been stored at the White Star Dock.[96] Some of the most prominent people of the day booked a passage aboard Titanic, travelling in First Class. Among them (with those who perished marked with a dagger†) were the American millionaire John Jacob Astor IV†and his wife Madeleine Force Astor (with John Jacob Astor VI in utero), industrialist Benjamin Guggenheim†, painter and sculptor Francis Davis Millet†, Macy's owner Isidor Straus†and his wife Ida†, Denver millionairess Margaret "Molly" Brown,[j] Sir Cosmo Duff Gordon and his wife, couturière Lucy (Lady Duff-Gordon), Lieut. Col. Arthur Peuchen, writer and historian Archibald Gracie, cricketer and businessman John B. Thayer†with his wife Marian and son Jack, George Dunton Widener†with his wife Eleanor and son Harry†, Noël Leslie, Countess of Rothes, Mr.†and Mrs. Charles M. Hays, Mr. and Mrs. Henry S. Harper, Mr.†and Mrs. Walter D. Douglas, Mr.†and Mrs. George D. Wick, Mr.†and Mrs. Henry B. Harris, Mr.†and Mrs. Arthur L. Ryerson, Mr.†and Mrs.†Hudson J. C. Allison, Mr. and Mrs. Dickinson Bishop, noted architect Edward Austin Kent†, brewery heir Harry Molson†, tennis players Karl Behr and Dick Williams, author and socialite Helen Churchill Candee, future lawyer and suffragette Elsie Bowerman and her mother Edith, journalist and social reformer William Thomas Stead†, journalist and fashion buyer Edith Rosenbaum, Philadelphia and New York socialite Edith Corse Evans†, wealthy divorcée Charlotte Drake Cardeza, French sculptor Paul Chevré [fr], author Jacques Futrelle†with his wife May, silent film actress Dorothy Gibson with her mother Pauline, President of the Swiss Bankverein Col. Alfons Simonius-Blumer, James A. Hughes's daughter Eloise, banker Robert Williams Daniel, the chairman of the Holland America Line Johan Reuchlin [de], Arthur Wellington Ross's son John H. Ross, Washington Roebling's nephew Washington A. Roebling II, Andrew Saks's daughter Leila Saks Meyer with her husband Edgar Joseph Meyer†(son of Marc Eugene Meyer), William A. Clark's nephew Walter M. Clark with his wife Virginia, great-great-grandson of soap manufacturer Andrew Pears Thomas C. Pears with wife, John S. Pillsbury's honeymooning grandson John P. Snyder and wife Nelle, Dorothy Parker's New York manufacturer uncle Martin Rothschild with his wife, Elizabeth, among others.[120] Titanic's owner J. P. Morgan was scheduled to travel on the maiden voyage but cancelled at the last minute.[121] Also aboard the ship were the White Star Line's managing director J. Bruce Ismay and Titanic's designer Thomas Andrews†, who was on board to observe any problems and assess the general performance of the new ship.[122] The exact number of people aboard is not known, as not all of those who had booked tickets made it to the ship; about 50 people cancelled for various reasons,[123] and not all of those who boarded stayed aboard for the entire journey.[124] Fares varied depending on class and season. Third Class fares from London, Southampton, or Queenstown cost £7 5s (equivalent to £800 today) while the cheapest First Class fares cost £23 (£2,400 today).[106] The most expensive First Class suites were to have cost up to £870 in high season (£92,000 today).[119] Collecting passengers Titanic's maiden voyage began on Wednesday, 10 April 1912. Following the embarkation of the crew, the passengers began arriving at 9:30 am, when the London and South Western Railway's boat train from London Waterloo station reached Southampton Terminus railway station on the quayside, alongside Titanic's berth.[125] The large number of Third Class passengers meant they were the first to board, with First and Second Class passengers following up to an hour before departure. Stewards showed them to their cabins, and First Class passengers were personally greeted by Captain Smith.[126] Third Class passengers were inspected for ailments and physical impairments that might lead to their being refused entry to the United States – a prospect the White Star Line wished to avoid, as it would have to carry anyone who failed the examination back across the Atlantic.[123] In all, 920 passengers boarded Titanic at Southampton – 179 First Class, 247 Second Class, and 494 Third Class. Additional passengers were to be picked up at Cherbourg and Queenstown.[96] The maiden voyage began at noon, as scheduled. An accident was narrowly averted only a few minutes later, as Titanic passed the moored liners SS City of New York of the American Line and Oceanic of the White Star Line, the latter of which would have been her running mate on the service from Southampton. Her huge displacement caused both of the smaller ships to be lifted by a bulge of water and then dropped into a trough. New York's mooring cables could not take the sudden strain and snapped, swinging her around stern-first towards Titanic. A nearby tugboat, Vulcan, came to the rescue by taking New York under tow, and Captain Smith ordered Titanic's engines to be put "full astern".[127] The two ships avoided a collision by a distance of about 4 feet (1.2 m). The incident delayed Titanic's departure for about an hour, while the drifting New York was brought under control.[128][129] After making it safely through the complex tides and channels of Southampton Water and the Solent, Titanic disembarked the Southampton pilot at the Nab Lightship and headed out into the English Channel.[130] She headed for the French port of Cherbourg, a journey of 77 nautical miles (89 mi; 143 km).[131] The weather was windy, very fine but cold and overcast.[132] Because Cherbourg lacked docking facilities for a ship the size of Titanic, tenders had to be used to transfer passengers from shore to ship. The White Star Line operated two at Cherbourg, SS Traffic and SS Nomadic. Both had been designed specifically as tenders for the Olympic-class liners and were launched shortly after Titanic.[133] (Nomadic is today the only White Star Line ship still afloat.) Four hours after Titanic left Southampton, she arrived at Cherbourg and was met by the tenders. There, 274 additional passengers were taken aboard – 142 First Class, 30 Second Class, and 102 Third Class. Twenty-four passengers left aboard the tenders to be conveyed to shore, having booked only a cross-Channel passage. The process was completed within only 90 minutes and at 8 pm Titanic weighed anchor and left for Queenstown[134] with the weather continuing cold and windy.[132] At 11:30 am on Thursday 11 April, Titanic arrived at Cork Harbour on the south coast of Ireland. It was a partly cloudy but relatively warm day, with a brisk wind.[132] Again, the dock facilities were not suitable for a ship of Titanic's size, and tenders were used to bring passengers aboard. In all, 123 passengers boarded Titanic at Queenstown – three First Class, seven Second Class and 113 Third Class. In addition to the 24 cross-Channel passengers who had disembarked at Cherbourg, another seven passengers had booked an overnight passage from Southampton to Queenstown. Among the seven was Francis Browne, a Jesuit trainee who was a keen photographer and took many photographs aboard Titanic, including one of the last known photographs of the ship. The very last one was taken by another cross-channel passenger Kate Odell.[135] A decidedly unofficial departure was that of a crew member, stoker John Coffey, a Queenstown native who sneaked off the ship by hiding under mail bags being transported to shore.[136] Titanic weighed anchor for the last time at 1:30 pm and departed on her westward journey across the Atlantic.[136] Atlantic crossing The route of Titanic's maiden voyage, with the coordinates of her sinking Titanic was planned to arrive at New York Pier 59[137] on the morning of 17 April.[138] After leaving Queenstown, Titanic followed the Irish coast as far as Fastnet Rock,[139] a distance of some 55 nautical miles (63 mi; 102 km). From there she travelled 1,620 nautical miles (1,860 mi; 3,000 km) along a Great Circle route across the North Atlantic to reach a spot in the ocean known as "the corner" south-east of Newfoundland, where westbound steamers carried out a change of course. Titanic sailed only a few hours past the corner on a rhumb line leg of 1,023 nautical miles (1,177 mi; 1,895 km) to Nantucket Shoals Light when she made her fatal contact with an iceberg.[140] The final leg of the journey would have been 193 nautical miles (222 mi; 357 km) to Ambrose Light and finally to New York Harbor.[141] From 11 April to local apparent noon the next day, Titanic covered 484 nautical miles (557 mi; 896 km); the following day, 519 nautical miles (597 mi; 961 km); and by noon on the final day of her voyage, 546 nautical miles (628 mi; 1,011 km). From then until the time of her sinking, she travelled another 258 nautical miles (297 mi; 478 km), averaging about 21 knots (24 mph; 39 km/h).[142] The weather cleared as she left Ireland under cloudy skies with a headwind. Temperatures remained fairly mild on Saturday 13 April, but the following day Titanic crossed a cold weather front with strong winds and waves of up to 8 feet (2.4 m). These died down as the day progressed until, by the evening of Sunday 14 April, it became clear, calm and very cold.[143] The first three days of the voyage from Queenstown had passed without apparent incident. A fire had begun in one of Titanic's coal bunkers approximately 10 days prior to the ship's departure, and continued to burn for several days into its voyage,[144] but passengers were unaware of this situation. Fires occurred frequently on board steamships at the time, due to spontaneous combustion of the coal.[145] The fires had to be extinguished with fire hoses by moving the coal on top to another bunker and by removing the burning coal and feeding it into the furnace.[146] The fire was finally extinguished on 14 April.[147][148] There has been some speculation and discussion as to whether this fire and attempts to extinguish it may have made the ship more vulnerable to its fate.[149][150] Titanic received a series of warnings from other ships of drifting ice in the area of the Grand Banks of Newfoundland, but Captain Edward Smith ignored them.[151] One of the ships to warn Titanic was the Atlantic Line's Mesaba.[152] Nevertheless, the ship continued to steam at full speed, which was standard practice at the time.[153] Although the ship was not trying to set a speed record,[154] timekeeping was a priority, and under prevailing maritime practices, ships were often operated at close to full speed, with ice warnings seen as advisories and reliance placed upon lookouts and the watch on the bridge.[153] It was generally believed that ice posed little danger to large vessels. Close calls with ice were not uncommon, and even head-on collisions had not been disastrous. In 1907, SS Kronprinz Wilhelm, a German liner, had rammed an iceberg but still had been able to complete her voyage, and Captain Smith himself had declared in 1907 that he "could not imagine any condition which would cause a ship to founder. Modern shipbuilding has gone beyond that."[155][k] Sinking Main article: Sinking of Titanic Drawing of sinking in four steps from eye witness description The sinking, based on Jack Thayer's description. Sketched by L.P. Skidmore on board Carpathia Photo of an iceberg taken the day after the sinking at the place of sinking The iceberg thought to have been hit by Titanic, photographed on the morning of 15 April 1912. Note the dark spot just along the berg's waterline, which was described by onlookers as a smear of red paint. "Untergang der Titanic", a painting showing a big ship sinking with survivors in the water and boats "Untergang der Titanic", as conceived by Willy Stöwer, 1912 At 11:40 pm (ship's time) on 14 April, lookout Frederick Fleet spotted an iceberg immediately ahead of Titanic and alerted the bridge.[158] First Officer William Murdoch ordered the ship to be steered around the obstacle and the engines to be reversed,[159] but it was too late; the starboard side of Titanic struck the iceberg, creating a series of holes below the waterline.[l] The hull was not punctured by the iceberg, but rather dented such that the hull's seams buckled and separated, allowing water to rush in. Five of the ship's watertight compartments were breached. It soon became clear that the ship was doomed, as she could not survive more than four compartments being flooded. Titanic began sinking bow-first, with water spilling from compartment to compartment as her angle in the water became steeper.[161] Those aboard Titanic were ill-prepared for such an emergency. In accordance with accepted practices of the time, as ships were seen as largely unsinkable and lifeboats were intended to transfer passengers to nearby rescue vessels,[162][m] Titanic only had enough lifeboats to carry about half of those on board; if the ship had carried her full complement of about 3,339 passengers and crew, only about a third could have been accommodated in the lifeboats.[164] The crew had not been trained adequately in carrying out an evacuation. The officers did not know how many they could safely put aboard the lifeboats and launched many of them barely half-full.[165] Third-class passengers were largely left to fend for themselves, causing many of them to become trapped below decks as the ship filled with water.[166] The "women and children first" protocol was generally followed when loading the lifeboats,[166] and most of the male passengers and crew were left aboard. In 2022, Claes-Gõran Wetterholm, an author and expert on Titanic, argued it was "not true" that women and children survived thanks to the gallantry of men; of the last survivors escaping on the final lifeboats leaving the starboard side of the ship, he said, the majority were men.[167] However, women and children survived at rates of about 75 percent and 50 percent, respectively, while only 20 percent of men survived.[168] Between 2:10 and 2:15 am, a little over two and a half hours after Titanic struck the iceberg, her rate of sinking suddenly increased as the boat deck dipped underwater, and the sea poured in through open hatches and grates.[169] As her unsupported stern rose out of the water, exposing the propellers, the ship broke in two main pieces between the second and third funnels, due to the immense forces on the keel. With the bow underwater, and air trapped in the stern, the stern remained afloat and buoyant for a few minutes longer, rising to a nearly vertical angle with hundreds of people still clinging to it,[170] before foundering at 2:20 am.[171] It was long generally believed the ship sank in one piece; but the discovery of the wreck many years later revealed that the ship had broken fully in two. All remaining passengers and crew were immersed in lethally cold water with a temperature of −2 °C (28 °F). Sudden immersion into freezing water typically causes death within minutes, either from cardiac arrest, uncontrollable breathing of water, or cold incapacitation (not, as commonly believed, from hypothermia),[n] and almost all of those in the water died of cardiac arrest or other bodily reactions to freezing water, within 15–30 minutes.[174] Only five of them were helped into the lifeboats, though the lifeboats had room for almost 500 more people.[175] Distress signals were sent by wireless, rockets, and lamp, but none of the ships that responded were near enough to reach Titanic before she sank.[176] A radio operator on board SS Birma, for instance, estimated that it would be 6 am before the liner could arrive at the scene. Meanwhile, SS Californian, which was the last to have been in contact before the collision, saw Titanic's flares but failed to assist.[177] Around 4 am, RMS Carpathia arrived on the scene in response to Titanic's earlier distress calls.[178] 706 people survived the disaster and were conveyed by Carpathia to New York, Titanic's original destination, and 1,517 people died.[108] Carpathia's captain described the place as an ice field that had included 20 large bergs measuring up to 200 feet (61 m) high and numerous smaller bergs, as well as ice floes and debris from Titanic; passengers described being in the middle of a vast white plain of ice, studded with icebergs.[179] This area is now known as Iceberg Alley.[180] Aftermath of sinking Immediate aftermath The New York Times had gone to press 15 April with knowledge of the collision but not the sinking.[181] The International Mercantile Marine Company's statement on Monday 15 April assured that despite the lack of communication from the ship, it was "unsinkable". London newsboy Ned Parfett with news of the disaster, as reported on Tuesday, 16 April Titanic had been scheduled for a 20 April departure, seen in a New York Times ad apparently unable to be pulled, overnight, before this 15 April printing.[182] 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.[183] 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 SS Virginian.[184] Later that day, confirmation came through that Titanic had been lost and that most of her passengers and crew had died.[185] The news attracted crowds of people to the White Star Line's offices in London, New York, Montreal,[186] Southampton,[187] Liverpool and Belfast.[188] It hit hardest in Southampton, whose people suffered the greatest losses from the sinking;[189] four out of every five crew members came from this town.[190][o] Carpathia docked at 9:30 pm on 18 April at New York's Pier 54 and was greeted by some 40,000 people waiting at the quayside in heavy rain.[193] 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.[194] 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.[195] 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 to give them an additional bonus of nearly £900 (£95,000 today), divided among the crew members.[196] 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.[197] Crowds gathered outside newspaper offices to see the latest reports being posted in the windows or on billboards.[198] 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.[p] Insurance, aid for survivors and lawsuits Cartoon demanding better safety from shipping companies, 1912 Molly Brown presenting award to Carpathia Captain Arthur Rostron for his service in the rescue 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.[200] Many charities were set up to help the survivors and their families, many of whom lost their sole wage earner, or, in the case of many Third Class survivors, everything they owned. In New York City, for example, a joint committee of the American Red Cross and Charity Organization Society formed to disburse financial aid to survivors and dependents of those who died.[201] On 29 April, opera stars Enrico Caruso and Mary Garden and members of the Metropolitan Opera raised $12,000 ($300,000 in 2014)[202] in benefits for victims of the disaster by giving special concerts in which versions of "Autumn" and "Nearer My God To Thee" were part of the programme.[203] In Britain, relief funds were organised for the families of Titanic's lost crew members, raising nearly £450,000 (£47,000,000 today). One such fund was still in operation as late as the 1960s.[204] In the United States and Britain, more than 60 survivors combined to sue the White Star Line for damages connected to loss of life and baggage.[205] The claims totalled $16,804,112 (appr. $419 million in 2018 USD), which was far in excess of what White Star argued it was responsible for as a limited liability company under American law.[206] Because the bulk of the litigants were in the United States, White Star petitioned the United States Supreme Court in 1914, which ruled in its favour that it qualified as an LLC and found that the causes of the ship's sinking were largely unforeseeable, rather than due to negligence.[207] This sharply limited the scope of damages survivors and family members were entitled to, prompting them to reduce their claims to some $2.5 million. White Star only settled for $664,000 (appr. $16.56 million in 2018), about 27% of the original total sought by survivors. The settlement was agreed to by 44 of the claimants in December 1915, with $500,000 set aside for the American claimants, $50,000 for the British, and $114,000 to go towards interest and legal expenses.[205][206] Investigations into the disaster Main articles: United States Senate inquiry into the sinking of the Titanic and British Wreck Commissioner's inquiry into the sinking of the Titanic Regards, Maria Bonaventura Senior Managing Editor, Rogue Economics P.S. If you have more than $1,000 in the bank, this could be the most important interview you see in the next 60 days. [Watch it now.]( From time to time, we send special emails or offers to readers who chose to opt-in. We hope you find them useful. To make sure you don't miss any of our contents, be sure to [whitelist us](. 12328 Natural Bridge Rd, Bridgeton, MO 63044 [Privacy Policy]( | [Terms & Conditions]( | [Unsubscribe]( Copyright © 2022 NON STOP Earnings. All Rights Reserved [logo](