Key Facts at a Glance
The RMS Titanic was a British ocean liner built by Harland and Wolff in Belfast for White Star Line service between Southampton and New York City. It sank in the early hours of 15 April 1912 after colliding with an iceberg during its maiden transatlantic voyage. Of the approximately 2,224 people on board, more than 1,500 died, making it one of the deadliest commercial peacetime maritime disasters in modern history. The wreck was discovered in 1985 and has since shaped deep-sea exploration, maritime regulation, and popular culture.
Design, Construction, and Technical Profile
Designed as the largest and most luxurious ship of its era, Titanic was conceived as a symbol of industrial confidence and transatlantic travel innovation. It measured about 269 meters in length and 28 meters in beam, with a gross registered tonnage of approximately 46,328 tons. The ship featured 16 main compartments with remotely closable watertight doors, and was equipped with 20 lifeboats, sufficient for roughly half the number of passengers and crew on board. Propulsion came from two reciprocating four-cylinder triple-expansion engines and one low-pressure Parsons steam turbine driving three propellers, enabling a service speed of approximately 21 to 23 knots.
Key Technical and Operational Specifications
| Attribute | Verified Detail | Source Type |
|---|---|---|
| IMO Number | Not assigned (built before mandatory IMO numbering) | Historical registry |
| Official Number | 131621 | UK Board of Trade |
| Call Sign | MGY | Marconi company records |
| Length Overall | 269.1 m (882 ft 9 in) | Harland and Wolff drawings |
| Beam | 28.2 m (92 ft 6 in) | Harland and Wolff drawings |
| Gross Tonnage | 46,328 GRT | UK Board of Trade |
| Propulsion | Two reciprocating engines + one low-pressure turbine | Technical specifications |
| Service Speed | Approximately 21–23 knots | Trials and logs |
| Capacity (Passengers) | 3,300+ (designed); 2,224 aboard | Company literature |
| Lifeboats | 20; capacity for about 1,178 | Board of Trade requirements |
| Watertight Compartments | 16 with remotely operated doors | Design plans |
Voyage and Final Leg
Titanic departed Southampton on 10 April 1912, bound for New York City with stops at Cherbourg, France, and Queenstown (now Cobh), Ireland. The maiden voyage carried around 2,224 people, including approximately 705 in first class, many of whom were wealthy elites, along with hundreds of emigrants in third class seeking new opportunities in the United States. On 14 April 1912, the ship received multiple ice warnings from other vessels, but did not alter its course significantly. At 23:40 ship’s time on 14 April, Titanic struck an iceberg on its starboard side, and over the next two to two and a half hours, the vessel sank bow-first, breaking apart near the surface before coming to rest on the seabed.
Timeline of the Final Hours
| Date/Time (Ship’s Time) | Event | Why It Matters |
|---|---|---|
| 11 Apr 1912 | Departed Southampton | Start of maiden voyage |
| 12 Apr 1912 | Mid-Atlantic, routine operations | Unremarkable progress |
| 14 Apr 1912, 11:40 | Iceberg reported by SS Californian | Warning received |
| 14 Apr 1912, 23:40 | Collision with iceberg | Critical damage incurred |
| 14 Apr 1912, 23:50 | Lifeboat loading begins | Evacuation under way |
| 15 Apr 1912, 02:20 | Final sinking | Loss of vessel and lives |
| 15 Apr 1912, dawn | Rescue by RMS Carpathia |
Rescue, Aftermath, and Investigations
RMS Carpathia arrived on the scene around 04:00 on 15 April and rescued 705 survivors. Many died in the water due to hypothermia before rescue could arrive. In the United States and the United Kingdom, official inquiries were launched within weeks, producing well-documented findings that emphasized design decisions, operational choices, and insufficient lifeboat capacity. These inquiries led to widespread regulatory reforms, including revised lifeboat requirements and improved wireless communication mandates across the maritime industry.
- Survivors recounted delayed or poorly coordinated evacuation efforts and a shortage of lifeboats.
- Hearings in both Washington, D.C., and London gathered testimony from crew and passengers.
- Recommendations influenced international maritime safety practices for decades.
Wreck Discovery and Exploration
In 1985, a joint American-French expedition led by Robert Ballard located the wreck of Titanic approximately 370 miles southeast of Newfoundland, at a depth of about 3,800 meters. Subsequent expeditions in the 1990s and 2000s, including visits by deep-diving vehicles, documented the condition of the hull, artifacts, and the surrounding debris field. Artifacts recovered during these expeditions have been conserved and displayed in museums, while the site itself has become a focal point for deep-sea archaeology and conservation debates.
Expedition Highlights
| Year | Milestone | Why It Matters |
|---|---|---|
| 1985 | Initial discovery of wreck | Confirmed location and condition |
| 1993 | First scientific dives to site | Baseline imagery and mapping |
| 1996–2004 | Multiple artifact recovery missions | Preservation and public exhibition |
| 2023 | New expedition and digital documentation | Updated conservation science |
Legal Status, Ownership, and Conservation
The legal status of Titanic is complex due to its location in international waters and the passage of time. Courts in the United States and elsewhere have recognized limited salvage rights tied to artifacts, while the site is treated with increasing sensitivity as a memorial and archaeological resource. Several nations, including the United States, the United Kingdom, and Canada, have entered into agreements to protect the wreck, and landing on or removing artifacts from the hull is generally discouraged. Ongoing debates focus on balancing access, research, and preservation of an enduring maritime landmark.
Cultural Legacy and Public Memory
Beyond its technical and historical significance, Titanic has become a durable reference point in popular culture, symbolizing both human ambition and vulnerability. The 1997 film and numerous documentaries, books, and exhibitions have kept the story alive for new generations, often highlighting personal accounts, engineering choices, and ethical questions. Memorials, museum displays, and educational programs continue to explore the disaster in factual, human terms, reinforcing its place in collective memory while emphasizing lessons in safety, regulation, and respect for the sea.