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the Titanic is one of the

most famous and tragic

stories of all time.

But how she met her fate

was not just the result of

a collision between a

liner and an iceberg.

Paul Louden-Brown: From

the very day that she was

designed she was

almost doomed'.

Jennifer McCarty: There

were a lot of questions

surrounding what

role the materials played

in the sinking of the ship.'

Narrator: Astonishing new

scientific evidence

reveals the chain of

events that brought about

the demise of a ship that

was thought to be unsinkable,

and led to the

death of over 1500 people;

One of the greatest maritime

losses in modern history.

Narrator: April 14th 1912,

an iceberg with a mass of

a million tons drifts

into the path of Titanic.

Fleet: Iceberg right ahead.

Murdoch: Hard a star board!

Narrator: They have

seconds to react.

At 11:39 pm, Titanic

scrapes an iceberg.

Officers believe they have

avoided disaster,

but below the waterline

it's another story.

Now, almost a hundred

years later many questions

remain unanswered,

who or what was responsible?

And why did the mightiest ship

of her time sink so quickly?

Jennifer Hooper McCarty is

re-examining survivor

testimony and forensic

evidence recovered from

the wreck to finally

unravel the mystery.

Jennifer Hooper-McCarty:

We have very little

knowledge of what that

impact was like.

What we do know is only

based on the survivor

testimony from 1912.

Narrator: A public inquiry

is held just two weeks

after the disaster.

The key witness

is Bruce Ismay,

the fifty year-old

chairman of White Star,

the shipping company

that owned the Titanic.

He is one of the few men who

survived the maiden voyage.

Also called to testify are

wireless operator Harold

Bride and second officer

Charles Lightholler,

the most senior

officer to survive.

These three men's

testimony are vital in

deciding who was to blame.

Attorney General: I gather

that you yourself gave the

instructions for the

building of Titanic

Ismay: Yes.

Attorney General: And you

of course considered the

question of floatability

of this ship in cases of

accident or emergency?

Ismay: We did.

Narrator: Two years before

the scheduled launch date,

Ismay met with his Chief

Designer, Alexander Carlisle.

They make what they think

to be seemingly

insignificant changes,

given the many safety

features Titanic will boast.

Ismay: The staircase needs

to be much grander.

Carlisle: The bulkheads

will have to be lowered.

Ismay: Is there a problem.

Isn't she safe?

Carlisle: Of course.

Narrator: The bulkhead is

a partition used to create

watertight compartments or

cells in the hull of the ship.

The higher the bulkheads,

the safer the ship,

as it would be more likely

that water could be

contained within any

damaged compartments.

Each of the sixteen

compartments are watertight.

In the event of a leak

each compartment can be

sealed off by

an electric powered door

operated from the bridge.

Even if four of the compartments

flood, she'll stay afloat.

Ismay: Good.

Let's lower the bulkheads then.

Narrator: The height of

the watertight compartments

will be reduced

to as low as only

10 feet above the water line.

Ismay: The boat deck

should not be so cluttered.

Carlisle: Cluttered?

Ismay: Yes, cluttered, people

don't pay to look at lifeboats.

Carlisle: I thought forty-eight

to be a reasonable amount,

especially if the Board of Trade

increase their requirements.

Ismay: Well let's not

second guess the British

Board of Trade shall we.

Let's move on.

Attorney General:

And this meeting with

Mr. Ismay lasted four hours?

Carlisle: Yes we talked

about the whole of the

decorations of the ship.

Attorney General: Never

mind the decorations,

we are talking about lifeboats.

Carlisle: The lifeboat

part I suppose took

about five or ten minutes.

Attorney General: And how

many lifeboats did you

think there ought to be?

Carlisle: I thought

there ought to be three

on each set of davits.

Attorney General: How many

would that make altogether?

Carlisle: Forty-eight boats.

Attorney General: You

thought there ought to be 48?

Carlisle: Yes.

Attorney General: Whereas,

in point of fact,

how many were there?

Carlisle: Sixteen.

Attorney General: Sixteen.

Narrator:

While Carlisle changes

his designs for the Titanic,

2000 miles away on

the west Greenland coast,

a glacier, made of ten

thousand year-old snow,

reaches the ocean.

A mass of ice, weighing up to

two million tons breaks free.

It is one of 40 thousand

icebergs born each year

along the Greenland coast.

One month later, the

currents carry it on an

unlikely two year journey

that will take it around

Baffin Bay and on to

Newfoundland.

April 1910,

as the iceberg drifts up

the West Greenland coast,

work begins on building

the hull of the Titanic.

Shipbuilding is in transition.

Machines are replacing

men, steel replacing iron.

Builders want the hull to

be made of steel plates

held together with

mechanical fasteners

called rivets which are

inserted through aligned

holes in the hull plate.

For optimum strength these

would be made from steel,

which is stronger than iron.

But inserting these steel

rivets is only possible

using a large pneumatic

riveting machine.

The equipment is too

bulky to be used in the

curved areas of the ship.

So instead, men seal the

plates with materials that

are easier to

hammer into place,

rivets made of wrought iron.

This will potentially

weaken a small area of the

bow section but is a

widespread practice,

and nothing unusual

had ever come of it.

The Captain chosen

for the maiden voyage

is Edward John Smith,

the most experienced Captain

in the White Star line.

It is to be his last

voyage before retiring.

Paul Louden-Brown:

Smith was nicknamed the

millionaire's captain.

People like, Guggenheim,

or even JP Morgan,

would actually change their

sailings and their travel

arrangements so that they

could sail in a ship

commanded by Captain Smith.

Narrator: March 1912

Titanic's sister ship,

the Olympic, returns for

emergency repairs,

so work on the final

stages of the Titanic

comes to a standstill.

Titanic's Maiden voyage

pushes back a month.

She will now sail in mid

April, the month when most

icebergs appear in the shipping

lanes in the North Atlantic.

Narrator: April 2nd 1912,

the Titanic leaves Belfast

for Southampton where it

picks up its first passengers.

The unexpected delay of

the Titanic's maiden voyage

forces Captain

Smith into making a

last minute reshuffle

of the crew.

Captain Smith: Good

afternoon gentlemen.

As you all know the Olympic

is currently laid up.

It has therefore been

decided that the Olympic's

chief officer Mr. Wild will

be joining us as chief officer.

So Mr. Murdoch you will

now be first officer and

Mr. Lightoller you

will be second officer.

Mr. Blair I would like to have

a word with you in private.

Lightoller: Can you believe it.

Narrator: The arrival of

officers from the Olympic

means that Murdoch and

Lightoller are both demoted.

Second officer Blair is

asked to leave the ship.

In his haste to disembark

Blair accidentally takes

with him the key to his locker,

which contains the

binoculars for the look-outs

in the crow's nest.

The day before its maiden

voyage to New York,

the Titanic is given its

final check by a British

Board of Trade inspector.

Lightoller: Sixteen

standard lifeboats,

passenger capacity

sixty-five,

seventy if push comes to shove.

Narrator: The size of

ocean liners has quadrupled

in the last fifteen years,

but the board of trade's

lifeboat regulations

have remained the same.

The Titanic is approved.

Sixteen lifeboats is

deemed satisfactory

for over 2000 people.

RMS Titanic leaves

Southampton docks for New York

with six hundred crew

and over 1500 passengers.

Titanic isn't just

carrying millionaires;

many are third class

passengers emigrating

to the United States in

search of a new life.

The last living survivor

is Millvina Dean,

then a ten week old baby

traveling with her parents.

Millvina Dean: My father

was going to open a

tobacconists shop in

Kansas, so he spent all

his money on that and then

couldn't afford

to do anything else

but go third class.

Because it was such a

luxury ship,

all the millionaires were

on it and also the most

important thing was they

said it was unsinkable.

Narrator: After picking

up more passengers

in France and Ireland,

Captain Smith's plan is to

cross the Atlantic in six days.

He will need to cross

the 3000 mile ocean

at just over 19 knots,

the equivalent of

22 miles per hour.

To avoid the spring time

icebergs Captain Smith

plots a southern route

across the Atlantic.

By going this far south

he will take the ship out

of the known ice region.

But the vast white iceberg

continues to drift

even further southward

towards the Grand Banks.

Despite being eroded by

the sea, it is still over

four times the size

of the Titanic.

The Titanic is already over

half way across the Atlantic.

Her 200-foot tall masts

support aerials that allow

her state of the art

wireless system to

communicate with other

ships up to 400 miles away.

Ships use this to send and

receive weather reports,

check positions and call

for help in emergencies.

Midday, Sunday April 14th

Titanic receives the

second ice warning of the day.

It is from the steamship

Baltic and gives the

location of a region that

contains icebergs.

The MSG prefix would show it

was for the Captains attention.

There will be five ice

warnings during the day,

but this will be the last

that the Captain will receive.

Captain Smith planned a

change in course

from South West to

due West at 5:30 pm.

But, he delays the change

in direction by 20 minutes

to allow the ship to

travel further South and

avoid the ice region

reported in the Baltic's

wireless message.

Smith:

South 86 West Mr. Hitchins.

Steady as she goes.

Narrator: The Captain

believes he is heading

toward a safe area of the

gulf stream where there

are no icebergs, but

unbeknown to him he takes

the Ship in a direct collision

course with the iceberg.

In 1912 a phenomenon takes

place that allowed icebergs

to travel further South

than is thought possible.

The cold Labrador current

that pushes itself into

the gulf stream forms

a cold protective layer

around the iceberg.

Donald Murphy: The

Labrador current goes

where the gulf stream

permits it to go.

Depending upon the exact

location of the gulf stream

the cold water can

move quite far to the

South of the tail of the bank.

If the gulf stream is

southward moving you have

relatively cold water

pushing very far South into

the North Atlantic Ocean,

into the shipping lanes.

In recent years icebergs

have moved as far South as

latitude of Philadelphia.

Narrator: As the iceberg

moves into the shipping

lanes it is seen by other

ships that send wireless

warnings to the Titanic.

But, the inquiry will

later learn that these

messages will never

reach the Captain.

The wireless operators on the

Titanic serve two functions:

they relay weather

reports and ice warnings,

but what pays their

salary is sending and

receiving messages for the

wealthy passengers on board.

At 7:20 pm, Bride finishes

his accounts, and then

intercepts the message

from the Californian,

it warns of three large

icebergs seen at 42 North,

49 West, directly in the

path of the Titanic.

Bride: It's for the Captain;

I'm going to the bridge.

Narrator: But Captain

Smith has already left the

bridge and is now dining

with passengers.

Had Bride taken down the

message earlier,

the Captain would have

received it and could have

taken evasive action.

Attorney General: And you

simply delivered it to an

officer on the bridge.

Bride: It's for the Captain.

Attorney General: Which officer?

Bride: I can't remember.

Narrator: None of the

surviving officers

recall ever seeing

this vital message.

To this day, nobody knows

if the message was delivered.

Titanic unwittingly

steams ahead into the

path of the iceberg.

Narrator: April 14th 1912,

The Titanic heads toward

The United States at 24mph with

over 1300 passengers aboard.

Captain Smith checks the bridge

before retiring for the night.

Smith: It's cold.

Lightoller: Yes, it is cold sir.

Captain Smith:

Not much wind either

Lightoller: No sir.

As a matter of fact,

it's a flat calm.

Captain Smith:

Yes, a flat calm.

Attorney General: You both

realized at the time,

did you that since it was a

flat calm it would be more

difficult to see the ice.

Lightoller: As far as the case

of the berg was concerned, yes.

It would be much more difficult.

Naturally you would

not see the water breaking

on it if there was no wind.

So you would not

have that to look for.

Attorney General: If you

were placed in similar

circumstances would you still

bang on at 21 and a half knots?

Lightoller: Well that looks

like carelessness you know,

that we should

recklessly bang on and

slap her into an iceberg

regardless of anything.

But undoubtedly we

should not do that.

Attorney General: What I

want to suggest to you is

that was recklessness in

view of the abnormal

conditions and in view of

the knowledge you had that

ice was in the immediate

vicinity to proceed

at 21 and a half knots.

Lightoller: Then all I can

say is that recklessness

applies to practically

every commander in every

ship that crosses the

Atlantic ocean.

Narrator: In the wireless

room, Philips has a two hour

window to send every

passenger message while

the Titanic is

in range of the Cape Race

receiver at Newfoundland.

He is interrupted by the

fifth and the most

critical ice

warning of the day.

It is from another ship,

the SS Mesaba.

The Mesaba gives

the precise location of

an area containing icebergs;

only 50 miles away

from the Titanic.

This would alert the

Captain that the Titanic

is heading straight

towards the iceberg.

But the warning comes without

the critical MSG prefix.

Philips interprets the

message as non urgent and

goes back to sending

passenger messages.

The closest ship to the

Titanic, the Californian,

also sends a message.

She has decided to stop for

the night because of ice.

But their wireless

operator does not wait

for Philips to

stop sending his messages.

And overrides it with a

powerful signal.

Philips: Arrrrah! Bloody idiot!

Narrator: Philips reply is

to tell the Californian to

stop sending ice

warnings while he is busy

with passenger messages.

The Californian

turns off its wireless

equipment for the night.

The Titanic has now lost

radio contact with the

only ship less

than two hours away.

11:30pm.

The iceberg is

just four miles away,

Titanic will reach

it in just ten minutes.

Murdoch: See anything?

Fleet: No sir.

Narrator: Because Blair

has left with the keys

to the binoculars locker,

lookouts Fleet and Lee have to

rely on their own eyesight.

Attorney General: If there

had been glasses in the

crow's nest would

you have used them?

Fleet: Yes.

Attorney General: Constantly?

Fleet: Yes.

Attorney General: After

all you are the man who

discovered the iceberg.

Fleet: Yes.

Attorney General: If it

was necessary to have glasses,

do you not think

you should have gone to,

or telephoned the Bridge

and said I'm told to keep

a sharp look out and I've

not got any glasses.

Fleet: They would know that.

Attorney General: But you did

not call their attention to it.

Fleet: No I did not.

Attorney General: Do you

think that if you had had

glasses you could have

seen the iceberg sooner?

Fleet: Certainly.

Attorney General: How

much sooner, do you think

you could have seen it?

Fleet: In time for the

ship to get out of the way.

Attorney General: So it is

your view that if you had

had glasses it would have

made all the difference

between safety and disaster?

Fleet: Yes.

Narrator: The lookouts

still haven't seen the iceberg,

it is only 1000 yards away.

Fleet: Iceberg right ahead.

Murdoch: Hard a starboard!

Narrator: After putting the

ships engines into reverse,

the officer on the

bridge's instinct is

to steer away

from the iceberg.

The collision is so gentle

that many of the

passengers and

crew sleep through it.

Hooper McCarty re-examines

the survivor testimonies.

Jennifer Hooper McCarty:

Some people barely felt it,

some explained it as a sort

of a glancing blow, a shudder,

but not something that

moved them across the ship.

Fireman Barrett was

one of the most important

pieces of testimony.

He talked about standing

in boiler room number 6

and seeing water coming in.

Attorney General: Your

name is Frederick Barrett?

Barre Yes.

Attorney General: Now just tell

us what happened that you saw?

Barre In the stokehold

a red light goes on when

the ship is supposed to stop.

This red light came up.

I am the man in charge of

the watch, and I called out,

shut all dampers.

Attorney General: And what was

the next thing that happened?

Barre The crash happened

before we had [inaudible].

Attorney General: Where

was this crash?

Barre Water came

pouring in two feet above

the stokehold plate.

Attorney General: Can you point

to where that is on the ship?

Barre

The ships side was torn,

from the third stokehold

to the forward end.

Narrator: Barrett is one

of the few firemen that

manages to escape before

the bulkhead doors close.

Forensic metallurgist

Hooper McCarty,

believes the only way the side

of the ship could tear,

is if the seams had

split open suggesting that

maybe there was a

problem with the rivets?

Jennifer McCarty: Fireman

Barrett's testimony

suggests that the damage

wasn't due to fracture mid

plate or within the whole

plates but instead it

suggests that there may be

something wrong with the seams.

Maybe the question was

really in the rivets,

the quality of the rivets.

Narrator: Her suspicions

are confirmed when she

analyses the 46 rivets

retrieved in 1998,

during an expedition to

the wreck of the Titanic.

Some are found

to be made of steel,

and some are wrought iron.

Jennifer McCarty: The

first step in the forensic

investigation was to find

out what those rivets were

made of and how that

material would act under

different mechanical tests.

Narrator: The builders of

the Titanic are convinced

that iron rivets in the

bow section would be

strong enough to

seal the plates.

To explore the effects of

using wrought iron,

rather than steel, a

section of the Titanic's

hull is reproduced

using steel plates held

together by iron rivets.

Jennifer McCarty: We

compared a wrought iron

rivet to a steel rivet and

found that with just very

little movement of a steel

plate, 5mm, you would

reach a point in

the wrought iron rivet when

it would begin to fail.

Narrator: The test

simulates the amount of

pressure the Titanic's

hull would have been

under after the collision.

As the rivets snap

one at a time,

the Titanic's hull

opens up like a zipper.

So here we have a

ship that's unsinkable,

that's state of art for

1912, that's built with 1h

inch thick steel plates

and wrought iron rivets!

Narrator: Wrought iron

produced in 1911 is

1/3rd weaker than steel

of the same era,

but it still should have

been strong enough to

hold the hull together.

Could something else have

weakened the rivets?

To find out, Hooper

McCarty examines the

hundred year-old rivets

under an electron microscope,

and finds large

impurities embedded in the

structure of the iron.

Jennifer McCarty: When you

look at wrought iron you

see a combination of both

iron or pure iron,

and these impurities,

that are caught in

particles known as slag.

Slag can actually strengthen the

wrought iron in one direction,

but it can weaken it in

the opposite direction,

in the perpendicular direction.

Narrator: Using iron was a

compromise anyway

but this particular

iron was flawed.

When the wrought iron rivets

were hammered into place,

the slag particles

were at a 90 degree angle.

It created a weakness in

the head of the rivets.

It is a defect that might

have gone unnoticed

had the ship not

struck the iceberg.

Jennifer McCarty: During

the collision that night

those weak rivets couldn't

withstand that force and

their heads popped.

What fireman Barrett was

probably describing was a

parted seam due to the

popping of rivet heads.

Paul Louden-Brown: From

the very day that

she was designed she

was almost doomed.

So this is the, if you

like, you could put it as

bluntly as this is the

Achilles heel of the Titanic.

Captain: What did we hit?

Murdoch:

We've hit an Iceberg sir.

I've closed the

water tight door.

Captain: Have you

rung the warning bell?

Murdoch: Yes sir.

I've sent Boxhall

to look for any damage.

Narrator: The watertight

doors were shut off as the

collision took place,

but design compromises

made earlier will

now become apparent.

Ismay: Is anything the matter?

Have we hit something?

Captain Smith: I'm afraid

so, we've struck an iceberg.

Ismay: How bad is it?

Is she taking on water?

Captain Smith:

She's sinking Mr. Ismay.

Ismay: But that's impossible.

Captain Smith: In

two hours she will be at

the bottom of the ocean.

Ismay: Can't we close off

the compartments?

Captain Smith: We have

trapping hundreds of men below.

It isn't working.

Ismay: I don't understand

she is supposed to stay

afloat with four

compartments flooding.

Captain Smith: We're flooding

in five compartments Mr. Ismay.

I'll be in the wireless

room Mr. Murdoch.

Murdoch: Shall I prepare

the lifeboats Sir?

Captain Smith: Yes, but no

need to panic the passengers.

Murdoch: I understand Sir.

Narrator: The majority of

the crew and all the

passengers believe that the

damage to the ship is minimal,

unaware that the ship

is letting in water

at 400 tons a minute.

Ismay's decision to lower

the bulkheads means the

ship is flooding rapidly.

With higher bulkheads,

the flooding in each

compartment would have

taken longer to fill and

over flow into

the next compartment.

But they didn't lower the

front bulkhead because

they believed it to

be the crucial one.

The designers were anticipating

any collision to be head on.

The water wouldn't flood beyond

the front collision bulkhead.

but they hit the iceberg

side on and the sides

weren't designed to take

the force of an impact.

Paul Louden-Brown: I think

if William Murdoch had

plowed directly into the iceberg

Titanic would have survived.

The main impact would have been

taken by her collision bulkhead,

the steel wall right

up to the weather deck,

the highest deck

within the vessel.

Narrator: The last

time that a ship struck

an iceberg was in 1879,

when SS Arizona

ploughed into one head on.

The bow is badly crushed

but she stays afloat.

The watertight doors are

now failing but there is

still a chance of rescue

as long as the wireless

continues to work.

Paul Louden-Brown: All

steamships followed

established tracks across

the Atlantic.

It was nicknamed the

trans-Atlantic railway.

There were hundreds of

ship movements every day.

So there was always an

opportunity of remaining

in radio contact with

another vessel

or even seeing another

vessel so you could call up

assistance if you needed it.

Phillips: I don't know why the

Californian's not responding?

Narrator: The nearest, the

Californian, is two hours away,

near enough to save everybody,

but after receiving the

rude message from Philips

their wireless will remain

switched off until morning.

Philips: It's the

Carpathia, they're putting

about and heading for us.

Take this to the Captain.

Bride: It's from the

Carpathia Sir.

She's turned around and is

coming as quickly as she can.

Captain Smith: No other ships?

Bride: The Frankfurt has

told us to standby.

We're trying the Californian,

but she's not replying.

Captain Smith:

Thank you Mr. Bride.

Bride: Sir.

Anything?

Philips: The Olympic

might be on its way.

Narrator: Even with only

16 lifeboats everyone can be

saved if the Carpathia reaches

the Titanic within two hours;

but she is four hours away.

Murdoch: She's

58 miles away Sir.

Captain Smith:

The Carpathia's top speed

is no more than 15 knots.

Murdoch: She

is four hours away Sir.

Ismay: But we can only stay

afloat for another two hours.

Captain Smith: Perhaps

you had better return to

the boat deck Mr. Murdoch.

Murdoch: Captain.

People don't pay

to look at lifeboats.

Narrator: One mystery

remains left to unravel,

why will the Titanic sink

in less than two hours,

when her designers

predicted in the event of

a collision she could

stay afloat for days?

Hooper McCarty suspects

the iron rivets used

throughout the ship's hull

are again to blame.

She goes through

the archives at the shipyard

where Titanic was built.

Jennifer McCarty: I went

to Belfast and looked

though the Harland and

Wolff archives;

from ordering contracts I was

seeing number 3 iron that

was used instead of

number 4 which was the

standard at the time.

Narrator: This lower grade

of iron will have had more

slag impurities and

so the heads of the rivets

will have been even weaker.

It was a small decision but one

that had terrible consequences.

Jennifer McCarty: The

critical issue is that

with bad or poor quality

wrought iron you end up

with a weakness at the

head of the rivet,

if you have good wrought

iron you don't have that

same weakness.

It will break, the rivet

will fail but it's going to

last a little longer,

and 1500 people they're lives

would have been saved.

A boat could have gotten

there and rescued people

before the ship was doomed.

Narrator: Two month old

Millvina Dean is one of

the few third class passengers

to make it into a lifeboat.

Now 96 she is the last

living survivor.

Millvina Dean: Lots of

people thought the ship

was unsinkable and so

they just stayed.

My father was very quick

on the uptake;

he got us immediately

up on deck.

Lightoller: Hadn't we

better start getting

passengers into the

lifeboats Sir?

Captain Smith: Yes, women

and children first.

Yes, let's do that.

Millvina Dean:

And then my mother said

goodbye to my father.

They had only been married

for about four years.

And so she was so broken

hearted that she would

never speak about it.

Because I was so small

they couldn't hold me and

had to put me in a sack.

Paul Louden-Brown:

Lightoller interprets

Captain Smith's orders as

women and children only.

And that allowed

unnecessary deaths,

caused unnecessary deaths.

Narrator: Ismay is on the

Starboard boat deck

helping women and children

get into the last lifeboat.

Attorney General: Did you

see how many passengers

were put into this lifeboats?

Ismay: No, I did

not see at the time.

Attorney General: Did she

appear to be full?

Ismay: She was very full,

fairly full.

After all the women and

children were in and after

all the people that were

on the deck had got in,

I got in as she

was being lowered away.

Attorney General: There

was no order to you to get in?

Ismay: No, none.

Narrator: Ismay is

one of the few men to take

a place in the lifeboats.

The last of the 16 wooden

lifeboat leaves,

with 1700 people left on board.

The ship can stay afloat

for only thirty more minutes.

Smith: Men you have done

your full duty.

You can do nothing more.

Abandon your cabin.

It's every man for himself now.

Narrator: Captain Smith is

last seen on the bridge.

He will go down

with the ship.

The Titanic finally sinks

to the bottom of the ocean.

Bride is one of fifteen

hundred people that are

plunged into the icy ocean.

Attorney General: How did you

come off from the boat deck?

Bride: Swept off with a

collapsible boat.

Attorney General: And was the

water rising all the time?

Bride: Yes.

Attorney General: And

then the water was flush

with the boat deck?

Bride: Yes.

Attorney General:

And swept this boat off into

the sea and you with it.

Bride: Yes.

The last I saw of Philips he

was standing on the deckhouse.

Attorney General: So then you

found yourself in the water,

what happened next?

Narrator: Both Bride and

Lightholler manage to stay

out of the water by clinging

onto an upturned lifeboat.

They will eventually be

picked up by another lifeboat.

Two hours after the

Titanic sinks the

Carpathia arrives

in the early morning light

to rescue passengers.

Bride survives, suffering with

only frostbite on the feet.

The Carpathia arrives too late

for his friend and colleague,

Philips, who dies in the sea.

Of the 1523 that

die that night,

only 328 bodies are recovered.

Most are buried at

Fairview cemetery.

Many of the bodies cannot

be identified and are

simply marked with a number.

Cmdr. Rogerson:

It was mostly men who died,

but that doesn't

mean it was only men.

That was part of the

tragedy, that there were

women and children in the

water and not in the

lifeboats was a

part of that tragedy.

There were quite a few

children and women

who did not make

it into the lifeboats.

Narrator: The findings of

the inquiry are that the

ship was traveling at excessive

speed in an ice region,

but none of the

crew are at fault,

they were only carrying out

standard practice for the time.

It is recommended that in

the future the number of

lifeboat accommodation

be sufficient for

all persons on board.

But the inquiry

makes no mention of the

British Board of Trade's

out-of-date safety regulations.

Paul Louden-Brown: I

think the inquiry was a

white wash, a

complete white wash.

You have a board of trade

in effect inquiring into a

disaster that is largely

of its own making.

Narrator: The inquiry

finds that Ismay had not

influenced the Captain

over speed and is

not at fault over

the design of the ship.

The press would brand

Ismay a coward for taking

a place in a lifeboat.

He resigns as Chairman

six months later and

dies at the age of 74.

The inquiry of 1912 is not

able to solve the mystery

of why the Titanic sinks

so quickly nor could it

conclude how a chain

of events and decisions

cause the disaster.

The sixteen lifeboats.

The height of the bulkheads.

The change in

the ship's direction.

The wireless message that

no officer would receive.

The wireless

message that is ignored.

The Californian switching

off its wireless.

The lack of binoculars

in the crows nest.

And the iceberg that is

born at the same time as

the Titanic and against

all odds travels further

south than is thought possible.

But it will take nearly a

hundred years to reveal

the fatal flaw located in

the hull of the Titanic,

which causes her to

sink so quickly,

just two hours

away from rescue.