Lost Voices from the Titanic: The Definitive Oral History
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On April 15, 1912, the HMS Titanic sank, killing 1,517 people and leaving the rest clinging to debris in the frozen waters of the North Atlantic awaiting rescue. Here, historian Nick Barratt tells the ship's full story, starting from its original conception and design by owners and naval architects at the White Star Line through its construction at the shipyards in Belfast. Lost Voices From the Titanic offers tales of incredible folly and unimaginable courage―the aspirations of the owners, the efforts of the crew, and of course, the eyewitness accounts from those lucky enough to survive.
In narrating the definitive history of the famous ship, Barratt draws from never before seen archive material and eyewitness accounts by participants at every stage of the Titanic's life. These long-lost voices bring new life to those heartbreaking moments on the fateful Sunday night when families were torn apart and the legend of the Titanic was cemented in our collective imagination.
all & hoping to hear from you soon (I went down to our letter box at the end of our lane & found several for me this morning). Your ever loving daughter, Marion Woolcott National Maritime Museum, HSR/Z/30/1-17 The last word, however, has to belong to someone who lived the longest and fullest life of all those who survived that terrible night – Elizabeth Gladys ‘Millvina’ Dean. At nine weeks old, she had no recollections of the event, and only found out that she had been on board several years
have constructed for staging purposes. The shell plating of the Olympic appears above the upper turn of the bilge, the whole so far having been riveted by hydraulic machinery from the keel up. The weight of the rivets in the ship’s double bottom alone is 270 tons, and number about 500,000, the largest being 1¼ in. in diameter. The heaviest plate weighs 4½ tons and is 36 ft. long. The stern frame, which is already in position, weighs 70 tons, the rudder 100 tons, and the boss arms 3½ tons aft and
relieving Mr Phillips of his lifebelt. There immediately followed a general scrimmage with the three of us. I regret to say, we left too hurriedly in the end to take the man in question with us, and without a doubt he sank with the ship in the Marconi Cabins as we left him. I had up to this time kept the P.V. entered up intending when we left the ship, to tear out the lot and each to take a copy, but now we could hear the water washing over the boat deck, and Mr Phillips said, ‘Come, let’s
thought was of the stop-cock, which our officer had shouted to a sailor to close as we were being lowered from the ship. The stop-cocks are left open on life boats aboard ship to drain off rain water. It was almost directly under Helen, and I felt all around it but could notice no leak. I then got some blankets, put them on top of the stop-cock, and Helen stood on them during the rest of the night. The leakage, which ultimately increased to at least six or more inches in depth, was undoubtedly
most venerable of the trio was the Cunard Steamship Company, whose origins can be traced to the business founded when Samuel Cunard was awarded the first British contract to carry mail via steamship across the Atlantic in 1839 – the British and North American Royal Mail Steam-Packet Company. It held the Blue Riband for the fastest transatlantic voyage for the best part of 30 years, then fell behind its rivals, reformed as the Cunard Steamship Company Limited to raise capital funds, and embraced