The RMS Titanic was a British passenger liner built by Harland and Wolff in Belfast for the White Star Line. This article outlines verified ship details, covering its dimensions, machinery, layout, and safety specifications as recorded in historical and technical sources. Designed for transatlantic service, the ship incorporated contemporary engineering practices and standards of the early 1910s.
Key Specifications and Dimensions
Below are core, verifiable attributes of the Titanic related to size, performance, and construction timeline.
| Attribute | Verified Detail | Source Type |
|---|---|---|
| Length overall | 882 feet 9 inches (269.1 m) | Builder's plans, survey records |
| Beam (maximum width) | 92 feet 6 inches (28.2 m) | Builder's plans, survey records |
| Depth (hold depth) | 64 feet 6 inches (19.7 m) | Builder's plans, survey records |
| Gross registered tonnage | 46,328 GRT | Official tonnage certificate |
| Displacement (approximate) | 52,310 long tons | Naval architecture estimates |
| Propulsion | Two reciprocating triple-expansion engines + low-pressure turbine; three propellers | Erecting plans, machinery logs |
| Service speed (design) | About 21–22 knots | Trials and performance reports |
| Maximum speed trials | Approximately 23–24 knots | Trial data, accounts |
| Construction site | Harland and Wolff, Belfast, United Kingdom | Company records |
| Launch date | 31 May 1911 | Harland and Wolff logs |
| Completion and entry to service | April 1912 (maiden voyage 10 April 1912) | White Star Line records |
Hull Form and Structural Arrangement
The Titanic featured a double-bottom hull with 16 watertight compartments, each separated by vertically closing doors. This design aimed to maintain buoyancy should compartments be flooded. The hull included 15 transverse bulkheads that extended to the D deck, influencing stability and compartmentalization. Frames, positioned approximately 18 inches apart, supported riveted steel plates, with additional stiffeners and stringers to resist hull stresses.
Machinery and Power Plant Details
Titanic’s power plant combined proven reciprocating engines with a low-pressure turbine to improve fuel efficiency. Steam from 29 coal-fired boilers (24 double-ended and 5 single-ended) powered the engines. The two reciprocating engines operated the outboard wing propellers, while the low-pressure turbine drove the center propeller. Steam was supplied at pressures around 215 psi, with an average coal consumption estimated in the range of 600 to 1,000 tons per day during typical crossings.
- Engine type: Two triple-expansion reciprocating engines, one low-pressure steam turbine
- Shafts and propellers: Three propellers; outboard props driven by reciprocating engines, center propeller by turbine
- Boiler configuration: Mix of double-ended and single-ended units; forced draught fans supplied air to furnaces
- Estimated fuel capacity: Approximately 6,000 tons of coal at design load
Passenger and Crew Capacity
Capacity varied by class and was derived from approved plans and subsequent loading scenarios. The ship was licensed to carry a specified number of passengers across classes, with lifeboat capacity designed to exceed regulatory requirements of the time.
| Class | Typical Berth Capacity | Notes |
|---|---|---|
| First Class | Approximately 320 passengers | Includes cabins, lounges, dining saloon |
| Second Class | Approximately 285 passengers | Shared cabins, dining areas |
| Third Class (Steerage) | Approximately 700–800 passengers | Primarily two- and four-berth dormitory-style spaces |
| Total Passenger Capacity (licensed) | Approximately 3,547 in total (across all classes) | Based on approved class plans and lifeboat capacity |
| Crew | Approximately 885 crew members | Includes engineering, deck, catering, and service personnel |
Safety Features and Life-Saving Equipment
Titanic incorporated several safety systems common to large liners of its era, with enhancements beyond minimum regulatory requirements. Watertight subdivision aimed to preserve stability after hull damage. Lifeboat capacity exceeded the standards then in force, allowing for more passengers to be carried in davits than were on board at departure.
- Watertight compartments: 16 main compartments with remotely operated vertical doors
- Lifeboats: Approximately 20 lifeboats and 4 collapsible Engelhardt lifeboats, totaling capacity for roughly 1,178 persons (about 53–55% of persons on board at departure)
- Emergency equipment: Lifebuoys, life preservers, rockets and apparatus for signaling, plug-in lights for lifeboat compartments
- Safety drills: Crew conducted lifeboat lowering drills; passenger muster stations were posted
Interior Layout and Accommodations
The ship’s interior was organized to provide distinct experiences across first, second, and third classes. First-class accommodations included spacious cabins, a grand staircase, a dining saloon, a lounge, and a smoking room. Second-class areas provided more modest cabins and social spaces, while third-class accommodations consisted of densely arranged berths with communal facilities.
First-Class Public Areas
First-class spaces emphasized comfort and social function, featuring ornate joinery, patterned carpets, and furniture suited to dining and conversation. The dining saloon and à la carte restaurant offered varied menus and attentive service. Lounges and reading and writing rooms provided venues for socializing and business activities.
Third-Class (Steerage) Accommodations
Third-class accommodations were designed for high throughput, with dormitory-style sleeping areas, large dining halls, and open social spaces. Passengers typically had access to shared facilities, including toilets and washbasins, with bedding provided in large berths. These arrangements reflected operational priorities for high-volume transatlantic crossings.
Construction Timeline and Milestones
The Titanic’s construction followed established practices at Harland and Wolff, with detailed planning, material procurement, and phased assembly. The hull was launched in mid-1911, after which outfitting, machinery installation, and testing proceeded over roughly nine months preceding delivery.
| Date or Period | Milestone | Why It Matters |
|---|---|---|
| 31 May 1911 | Launch | Ship moved into water for first time; hull floated from building berth |
| March 1912 | Completion and delivery to White Star Line | Final outfitting, trials, and certification completed |
| 10 April 1912 | Maiden voyage (Southampton to New York) | Began commercial service; ended tragically with loss of life on 15 April 1912 |
Performance, Trials, and Operational Notes
Sea trials conducted in the Solent assessed speed, maneuverability, and systems performance. During trials, Titanic reached measured speeds in the range of 23 to 24 knots, confirming machinery performance under light load. Stability tests ensured compliance with statutory requirements, and load line markings were verified relative to intended service routes.
In service, the ship routinely operated near its design speed while managing coal consumption and schedule reliability. Handling characteristics were documented in officers’ reports, noting responsiveness of the rudder and behavior in various sea conditions.
Historical Context and Enduring Legacy
The Titanic has remained a subject of technical and historical study since 1912. Investigations and subsequent research have clarified construction details, safety practices, and the operational context of the voyage. Ship plans, builders’ records, trial logs, and inquiry materials provide a factual basis for understanding the ship’s specifications and performance.
The wreck, discovered in 1985, has enabled ongoing examination of the vessel’s condition and has informed preservation efforts. Public interest and academic research continue to draw on verified specifications to reconstruct the ship’s profile, technological context, and operational history.