Articles

Articles

 

A broadside publicity sketch of the RMS Olympic in 1928.

Note: Articles are arranged in date order, with the newest first (the date given is the date the article was uploaded).  To search for articles about a specific ship, enter text in the search box below.

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Notable ships covered include the White Star liners OceanicCelticCedricBalticAdriatic, OlympicTitanicBritannic, Germanic/HomericMajestic Homeric and the Cunard liners LusitaniaMauretania, AquitaniaQueen MaryQueen Elizabeth.

 

 

Big Ships and Small Boats

What is often overlooked is that larger ships did not necessarily carry more people than their smaller counterparts.


In the years leading up to the Titanic disaster, ships were getting significantly larger.  A lot of comment at the time and up to the present day has focused on the increasing size of ships in relation to the lifeboats they needed to carry under the law.  However, this overlooks the fact that the size of a ship was not necessarily a reliable indicator of how many passengers and crew she could carry.  This article provides a snapshot comparison between Olympic and Carpathia in April 1912 and some comparative British government data looking at the largest foreign-going passenger steamers, their passenger and crew capacity and lifeboat provision.

It was first published in the Titanic International Society’s Voyage September 2022: Pages 3-4.

Click here to read the article. (PDF format)
(January 2024)

 


‘The Old Rules…Are Entirely Obsolete’: British Lifeboat Regulation in the 1880s 

The lifeboat regulations in the 1880s were ‘obsolete’, but a senior official argued  ‘you can make ships perfectly safe by [watertight] subdivision’…

Titanic‘s loss generated plenty of discussion about the inadequacy of the lifeboat requirements introduced from 1894, but there has been little discussion about the lifeboat regulations which were in force prior to that.  They had not changed significantly for decades and the authorities were discussing reform in the mid 1880s.

It was first published in the Titanic International Society’s Voyage December 2021: Pages 83-84.

Click here to read the article. (PDF format)
(February 2023)


Olympic, Titanic & Britannic: An Issue of Finance (External link)

An IMM Stock Certificate.

White Star financed the ‘Olympic’ class ships and others by borrowing the money from largely United Kingdom-based investors, mortgaging its own fleet.

It’s widely believed that construction of the three ‘Olympic‘ class ships was made possible by the use of American money – resources from either J. P. Morgan or IMM. The truth is the opposite. White Star was not supported by IMM’s resources. IMM was supported by White Star. Construction was financed through capital raised in the United Kingdom. This article explains in detail how:

  • White Star financed the ‘Olympic’ class ships and others by borrowing the money from largely United Kingdom-based investors, mortgaging its own fleet;
  • White Star borrowed the money, rather than IMM, to take advantage of its stronger financial position and lower borrowing costs;
  • The new ships provided additional security underlying IMM’s own debt, without increasing the money IMM itself borrowed;
  • Dividends paid by White Star from 1908 to 1912 helped IMM meet its debt interest payments.

It was first published in the Titanic International Society’s Voyage July 2020: Pages 135-39.

Click here to read the article.
(January 2021)


Britannic: The Length and Breadth of the Ship 

Archives proving Britannic was the same length as her older sisters Olympic and Titanic.

A longstanding myth about Britannic is that she was longer than her sisters.

One of the many longstanding and popular myths about Britannic is that she was longer than her sister ships, with an overall length of 903 feet.  It is one of those claims which has circulated and been repeated down the years, even though it has no basis in fact.  The truth about the ship’s length is easy to establish.  The evidence is very clear that Britannic was the same length as her older sister ships.  This detailed research paper also discusses the reason Britannic was wider than her older sisters.

This article provides an analysis of the evidence about her length and discusses the reasons her breadth was increased. It was first published in the Titanic Historical Society’s Titanic Commutator February 2020: Pages 171-76.

Click here to read the article. (PDF format)
(November 2020)


Titanic‘s Centre Propeller: The Stephen Pigott Evidence (External link) 

Banner for an article of evidence supporting a three-blade centre prop was considered for Olympic and Titanic.

The notebook … includes two proposed centre propeller configurations…: a three-bladed and a four-bladed one.

This article analysed a discovery by researcher Joao Goncalves of a notebook in the papers of Stephen Pigott, a turbine engine specialist who worked for John Brown & Co.  The Clyde shipbuilder was subcontracted by Harland & Wolff to work on the low pressure turbines for Olympic and Titanic. The notebook in Pigott’s papers includes two proposed centre propeller configurations for the two White Star liners: a three-bladed and a four-bladed one. These are identical to the centre propeller configurations for each ship in the Harland & Wolff records, in terms of the propeller diameters and the area of the propeller blades. (The sole difference is that the pitch of the propeller blades was changed on the completed ship). It is worth reading in conjunction with this dossier.

Click here to read the article.
(November 2020)


The Oceanic Steam Navigation Company:
Its Early Development In A Few Facts & Figures
 

White Star's first ship Oceanic in a period illustration.

A few statistics of the early growth and profits of the White Star Line.

This short article simply provides a few statistics highlighting the growth of the Oceanic Steam Navigation Company’s (White Star Line’s) fleet and annual profits over its early decades of existence.  It also includes a comparison with Cunard from 1898 to 1907.

The article first appeared in the British Titanic Society journal Atlantic Daily Bulletin in September 2019.

Click here to read the article. (PDF format)
(August 2020)


Olympic & Titanic: Refining A Design 

A diagram of some alterations to Titanic's design.

… several minor refinements to Titanic‘s design based on experience with Olympic.

An article discussing several minor refinements to Titanic‘s design based on experience with Olympic (similar changes were then incorporated into Olympic and Britannic). It is a greatly expanded version of an article originally made available on the Titanic Research & Modelling Association (TRMA) website in 2005, which published information about these changes for the first time.

This expanded article appeared in the British Titanic Society journal Atlantic Daily Bulletin in December 2019.

Click here to read the article. (PDF format)
(April 2020)


HMHS Britannic: A Mystery of Numbers 

A photo showing Britannic's original ID Number G 6 0 8.

… she was allocated both the number ‘G.608’ and ‘G.618’.

This article discusses Britannic‘s official number, looking at the evidence that she was allocated both the number ‘G.608’ and ‘G.618’ during the different phases of her service as a hospital ship.

It was published originally in the Titanic Historical Society journal The Titanic Commutator in 2008 and has been reproduced as it was originally written, with an additional introductory note.

Click here to read the article. (PDF format)
(February 2020)


Titanic: ‘She Sailed Only Half Full?’ 

Emigrants stand at the stern rail of Titanic.

Titanic was little more than half full on her maiden voyage.

It’s not unusual for people to express surprise when they learn Titanic was little more than half full on her maiden voyage. However, there’s no reason to assume she would have been fully booked, since she sailed outside of the high season.

The article was published in the Titanic Historical Society’s Titanic Commutator journal in April 2019.

Click here to read the article. (PDF format)
(August 2019)


Titanic‘s Lifeboats: Fact & Fiction 

An archival document shows Titanic was to have lifeboats for over 3500 -- or does it?

A programme made false claims about Titanic‘s lifeboats.

A television programme made a number of false claims about Titanic‘s lifeboats, claiming that the ship’s original design had included enough lifeboats for all the passengers and crew but that this had been changed.  The programme showed viewers primary source documentation which purported to support these claims, but an examination of their source shows the programme completely misrepresented the contents.

The article was published in the British Titanic Society journal Atlantic Daily Bulletin in March 2019.

Click here to read the article. (PDF format)
(May 2019)


Titanic‘s Lifeboats: An Increased Capacity 

Lionel Codus's artwork depicting the early Design D variant for Olympic and Titanic.

Titanic’s lifeboat capacity actually increased about 39%.

Titanic‘s lifeboats are one of the most talked about features of the ship, but a lot of information about them is inaccurate. This short article draws a contrast between the shipbuilder’s original design proposals in July 1908 and Titanic‘s lifeboat configuration when she was completed in April 1912, demonstrating that her total lifeboat capacity (measured as a proportion of the total passengers and crew she could carry) actually increased about 39 percent.

The article was first published in the British Titanic Society journal Atlantic Daily Bulletin in September 2018.

Click here to read the article. (PDF format)
(January 2019)


Olympic: A Floating French Hotel 

Olympic on the North Atlantic in this White Star Line publicity piece.

One consortium planned to use Olympic as a floating hotel in France.

This article discusses in detail some of the various schemes that were being hatched during 1935 to purchase Olympic after her career with the Cunard-White Star Line had seen its final curtain-call. In particular, it focuses attention on one consortium’s plan to acquire Olympic and use her as a floating hotel in the south of France.

Click here to read the article. (PDF format)
(May 2018)


Titanic‘s Centre Propeller Dossier 

A digital artist's rendition of Titanic's three-bladed centre propeller.

A dossier of evidence indicating Titanic had a three-bladed centre propeller.

This dossier collates all the evidence we have available about Titanic‘s centre propeller configuration. Your one-stop for links to various sources which document all the information that has become available since 2008 to further support the argument that Titanic was actually fitted with a three-bladed centre propeller.

Click here to read the article.
(November 2016)


Titanic: Allegations & Evidence 

An illustration of the inner skin fitted to Olympic's hull.

A look at a number of unsubstantiated claims about Titanic, particularly her hull strength.

This article discusses a number of questionable claims made about Titanic in recent years, including unsubstantiated claims of deliberately flawed construction. Were Britannic‘s expansion joints re-designed because of Titanic‘s sinking? Was Olympic‘s hull ‘panting’ in May 1911? Did surveyors find cracks in Olympic‘s hull plating while she was being repaired after the Hawke collision? Was Olympic‘s later inner skin fitted to reinforce what had originally been a weak structure? Did the forward A Deck promenade on Titanic need to be enclosed as a structural reinforcement? Was the hull plating on Olympic and TItanic deliberately made thinner than they needed to be to save money? Did Titanic break up because she was not built strongly enough? Find the answers, all in this article.

The article was originally published in the Titanic International Society journal Voyage in December 2015.

Click here to read the article. (PDF format)
(August 2016)


The Enclosure of Titanic’s Forward A-deck Promenade: Popular Myth 

Titanic's enclosed forward Promenade Deck on 10 April 1912.

Why was Titanic’s forward A Deck promenade enclosed?

This article examines a last-minute change to Titanic‘s design: the enclosure of the fore end of the ship’s promenade deck, A. It proved to be one of the most obvious external features to distinguish Olympic and Titanic at a distance, but a lot of claims have been made about the reason for the change which do not stand up to scrutiny. The article looks at them in detail and provides little-known evidence from Olympic‘s career.

The article was first published in the British Titanic Society journal Atlantic Daily Bulletin in March 2016.

Click here to read the article. (PDF format)
(April 2016)


Target Olympic: Feuer! 

Olympic in her wartime service is seen through a periscope lens.

A narrow shave for ‘Old Reliable’.

Olympic was subject to a failed torpedo attack in the final months of the war.

This article, first published in the Titanic Historical Society’s Commutator journal in 2008, examines the evidence surrounding what happened, and it also suggests both the identity of the U-boat that launched the attack and the date it took place.

Click here to read the article. (PDF format)
(July 2013)


Whatever Happened to Germanic/Homeric? 

A photograph of the slipways at Harland & Wolff.

Was Germanic intended to replace Titanic?

The White Star Line placed an order for a new liner, larger than Mauretania, and her keel was laid in July 1914. Popularly believed to be intended as a replacement for Titanic, she was actually intended for the Liverpool service, however mystery has surrounded her. This article takes a look, with newly published construction photographs and information.

Click here to read the article. (PDF format)
(May 2013)


General Arrangement ‘Design “D”’ Concept for Yard Nos. 400 and 401 (Olympic and Titanic) July 1908 

A small snippet of a large plan created to show Olympic and Titanic's original design plan in 1908.

Design D: 400 and 401.

The original ‘Design “D”’ concept, presented by Harland & Wolff to a party of directors from the White Star Line on July 29th 1908, is displayed today at the Ulster Folk & Transport Museum (National Museums Northern Ireland). It has also been published in Michael McCaughan’s wonderful book The Birth of the Titanic (Blackstaff Press, 1998).

Lionel Codus has drawn these plans to reflect the original concept.

Click here to read the article.
(January 2012)


Britannic Hospital Ship Plans, 1916 

An artist's view of Britannic as a hospital ship.

Plans of HMHS Britannic.

Here we have Cyril Codus’ remarkable depiction of Britannic as she appeared in hospital ship service. The plans include a starboard profile as well as an aerial view of the ship’s boat and upper decks.

This article will give you a selection of close-up views and ordering information for this remarkable set of plans.

Click here to read the article.
(January 2012)


Britannic Hospital Ship Voyage Chronology: 1915-16 

A photograph of HMHS Britannic.

Britannic’s complete voyage record.

Here you will find a full chronology of Britannic’s service as a hospital ship. It includes the voyages she made, and each port of call she stopped at, from her maiden voyage in December 1915 until she foundered in November 1916. Included in this data are all of the ship’s known movements during her layup between her two tours of duty as an active hospital ship. A useful tool for Britannic researchers.

Click here to read the article.
(January 2012)


Britannic: Frequently Asked Questions (FAQ) 

An artist's impression of the hospital ship Britannic.

Answers to four common Britannic questions.

In this article, four frequently asked questions about Britannic are examined and the answers are given.

  • How long was Britannic?
  • What was her breadth?
  • Was she originally going to be called Gigantic?
  • And what was her identification number as a hospital ship?

Find the answers in one handy location in this article.

Click here to read the article. (PDF format)
(February 2011)


Majestic Rigging Plan 

An artist's view of the RMS Majestic.An impressive profile of the RMS Majestic (1922) by Lionel Codus with Cyril Codus.

Click here to read the article.
(February 2011)

 


Lusitania & Mauretania: Perceptions of Popularity 

The Lusitania and Mauretania seen in almost identical port side profile views.

Which Cunarder was more popular: Lusitania or Mauretania?

Cunard’s two sisters proved an immediate success when they entered service in 1907. Although Mauretania enjoyed a lengthy career spanning more than a quarter of a century, Lusitania was cut down in her prime. In their early years of service, a friendly rivalry saw Mauretania wrest the Blue Riband from her older sister. It has long been believed that Lusitania proved herself the passengers’ favourite, but an examination of the available evidence shows that this was not the case.

This article first appeared in the Titanic Historical Society’s Titanic Commutator.

Click here to read the article. (PDF format)
(October 2009)


Caledonia Dossier 

The Majestic experienced life under three names.

‘Despite her relatively short lifespan, Majestic – the White Star Line’s largest liner – experienced life under three names. As she was launched, she was known as Bismarck – Albert Ballin’s largest liner to date and the largest in the world, ready to lead the German merchant marine; following the war, she was ceded to Britain and became White Star’s (and, subsequently, Cunard White Star’s) Majestic; and in the summer of 1936, she was given several years’ reprieve from the scrappers, becoming the Royal Navy training ship Caledonia. Her service in that capacity should have taken her right through to 1941, if not longer, but the fire of September 1939 caused extensive damage and led to her ultimate destruction at the hands of the scrappers in the early 1940s…’

Click here to read the article. (PDF format)
(February 2009)


Aquitania’ – The Cunard Steamship Company 

The name of the RMS Aquitania as it appeared in a period brochure.
Click this image to see the brochure pages (link opens in new tab).

Cunard were always proud of their ‘Ship Beautiful.’

Cunard were always proud of their ‘Ship Beautiful.’ Aquitania‘s fortunes were never better as her passenger numbers soared in the early 1920s. Around that time, Cunard released an interesting brochure which illustrated her first and second class interiors; described the ship’s many qualities; and promoted her to potential Atlantic travellers. They quoted Lord Northcliffe’s famous comment: she was a ‘Wonder Ship,’ he wrote in 1921.

This gallery displays many of the pages from the brochure.

Click here to read the article.
(January 2009)


Homeric’s First Class Dining Saloon 

The Dining Saloon of the SS Homeric.
Click the thumbnail to be taken to this gallery. (Opens in new tab)

Homeric was called ‘“The Cruising Ship of Splendour.”

White Star’s Homeric has long been written off as the ‘odd duck’ of the White Star Line fleet during the 1920s, something of a second-rate ship that could not hold a candle to the crack Olympic or Majestic.

However, Homeric’s ‘palatial’ first class dining saloon stood up to any comparison with her rivals (within or outside of White Star’s fleet).

After ten years of service, in July 1932 the White Star Line issued a plan for cruise passengers.

Click here to read the article.
(August 2008)


Adriatic Mediterranean Cruise 1931 

Imagery from a 1931 brochure for the RMS Adriatic.

The Adriatic is a ship on which gentlefolk like to travel.

Adriatic spent an increasing amount of time cruising as the depression took its toll in the early 1930s. One 1931 brochure said:

‘The Adriatic is a ship on which gentlefolk like to travel. Her public rooms impart a sense of well-being…of good taste. One is wont to mingle freely with one’s fellow passengers…to enjoy to the fullest extent the cosmopolitan group of voyagers who refer to the Adriatic as “my ship”.’

Click here to read the article.
(August 2008)


Baltic’s Cabin Class 1928 

Twin screw SS Baltic.

A splendid July 1928 plan of Baltic‘s cabin class accommodation.

‘The construction of larger liners and the demands of cabin class passengers for the comforts of home have made necessary a new standard at sea…

‘Removal of the old-style fixed chairs and large tables from the dining saloon and the substitution of armchairs and small tables is a feature of the overhauling program. Larger ships and better equipment make for greater stability, the line officials said, and these old features are no longer necessary.

‘Hot and cold water will be furnished in every cabin class stateroom of the Cedric and the Baltic.’ – New York Times, January 28th 1929.

By the late 1920s, Baltic and her sisters were converted to cabin class liners as they continued their reliable service in the face of increasing competition. The original first class accommodation became known as cabin, while second class became known as tourist (or tourist third) and third class retained its original name. In July 1928, the White Star Line published an unusual plan of Baltic’s cabin class accommodation, which highlighted the ship’s wonders.

Click here to read the article.
(August 2008)


Majestic Tourist Third Cabin Accommodation, 1929 

1929 Tourist Third Cabin brochure cover.

Travel via Tourist Third Cabin is such a jolly idea.

Following the decline of third class immigrant traffic, by the late 1920s the new tourist third cabin accommodation was proving very popular. This 1929 brochure touted some of the reasons why passengers should choose to travel Tourist Third Cabin, and provided a glimpse into the comforts they would enjoy.

  • ‘The accommodations are really delightful. Good, solid comfort in her Tourist Third Cabin and a coziness and friendliness more than compensate for any lack of the sumptuous.
  • ‘The rooms are attractive and cheerful. The berths are comfortable, the baths plentiful. Table linen, cutlery and furniture are the kind that people living in good homes find acceptable.
  • ‘…Each day of the passage is marked by its round of entertainments – music, dancing, card parties, lectures, amateur theatricals, organized deck sports, and for those who are leisurely inclined, there are plenty of quiet spots on sun drenched decks to absorb new stamina from the keen sea breezes…’
  • ‘Travel via Tourist Third Cabin is such a jolly idea. There is a feeling of gayety, of spontaneous, care-free joyousness about it that calls wholeheartedly to the youth that is essentially a part of each of us. There is no set formality attached to this modern mode of transatlantic travel…all that is necessary is the desire to “go some place.”’
  • ‘A liner combines uniquely outdoors and indoors – one, literally a step from the other. The lounge is equipped for every activity…for every mood and temperament. Jolly days are spent here over cards, and merry evenings with music and dancing.’

Click here to read the article.
(August 2008)


Majestic Second Cabin 1931 

Second Cabin of the Majestic, the cover of a 1931 brochure.

Majestic carried her final second class passengers late in 1931.

After carrying second class passengers in tandem with tourist third cabin passengers for several years, Majestic carried her final second class passengers late in 1931. The original second class accommodation was then combined with tourist third cabin into one single tourist class, as the depression worsened and the White Star Line sought to keep Majestic competitive. This brochure shows the curtain call for an era with the offerings for travel in second class just before everything was changed.

  • ‘On the Majestic, the World’s Largest Ship, will be found the highest development of Second Cabin accommodations. The conveniences on this magnificent steamer, the sumptuous public rooms, the broad, sunny decks, and the luxurious staterooms have inspired the enthusiastic praise of thousands of discriminating travelers.
  • ‘Aside from the inevitable prestigue the Majestic has attained because she is the world’s largest ship – her speed, her famous cuisine, the expert quality of her service have all contributed to her international reputation.
  • ‘The service in Second Cabin comes as a delightful surprise to the traveler. Years of training in the traditions of the White Star Line has developed a quiet, deft service that is extremely pleasant…’
  • ‘On the ocean the sea breezes are the finest tonic in the world and the company the most vivacious and congenial.’

Click here to read the article.
(August 2008)


Majestic: Vedute in Terza Classe

A period illustration of the Majestic.The White Star Line produced a number of brochures which advertised third class travel onboard Majestic. Although such promotional material was ordinary enough, the brochure presented on this page is extremely rare. It is printed in Italian, and was aimed at attracting Italians to fill the liner’s extensive third class accommodation. It was printed in the 1920s.

Click here to read the article.
(August 2008)


Aquitania Tourist Third Cabin 1929 

Cunard advertising for tourist third cabin accommodations aboard their Aquitania in 1929.Aquitania emerged from a refit at the beginning of 1929 with an entirely new range of public rooms for tourist third cabin passengers.

By the late 1920s, the decline of the immigrant traffic and the rise of tourist third cabin led to many changes for the express liners. When Aquitania emerged from a refit at the beginning of 1929, one of the key changes was a number of new public rooms for this class. Cunard had reason to be pleased that they had made the investment, for Aquitania continued to attract tourist third cabin passengers after the onset of the depression in 1930.

Click here to read the article.
(August 2008)


Majestic: Frequently Asked Questions (FAQ) 

The RMS Majestic in Southampton's floating dry dock.

An extensive article examining several Majestic FAQs.

This extensive article examines several questions that are frequently raised regarding Majestic’s career and history, such as:

  • Did Majestic carry the White Star Line’s highest ever number of passengers in September 1923?
  • Was Majestic or Leviathan faster?
  • Was Majestic ever the fastest liner in the world?
  • Is it true that Leviathan was bigger than Majestic?
  • Was Leviathan more popular than Majestic?
  • Was Majestic the first name that the White Star Line selected for Bismarck?

Find the answers to all of these questions!

Click here to read the article. (PDF format)
(August 2008)


Olympic: Frequently Asked Questions (FAQ) 

A period illustration of RMS Olympic at sea.

This article examines several questions relating to Olympic that are often raised.

There is a lot of conflicting and inaccurate information regarding the ‘Olympic’ class liners in print and on the internet. This article examines several questions relating to Olympic that are often addressed to me:

  • I thought that Olympic completed her maiden voyage in five days sixteen hours and forty-two minutes, averaging 21.17 knots. Why do you give different figures (after 2006)?
  • Didn’t Olympic lose the title of the largest British liner to Aquitania, in 1914?
  • You state that Olympic’s fastest eastbound crossing was completed in 1924, and her fastest westbound crossing in 1928. Wasn’t Olympic’s fastest crossing completed in November 1921?
  • When were the new first class suites added to Olympic, forward on B-deck?

Find the answers to these questions in this illuminating article.

Click here to read the article. (PDF format)
(August 2008)


Aquitania: Frequently Asked Questions (FAQ) 

A photograph of Aquitania's first class grill room, which often is the subject of confusion. J. Kent Layton Collection.This article examines several questions relating to Aquitania, including some myths about the intended use of her first class grill room.

Click here to read the article. (PDF format)
(August 2008)


Dossier: Aquitania ‘The Grand Old Lady’ 

The Aquitania in Liverpool early in her career.

Additional information regarding Aquitania’s service and upkeep.

Although Aquitania was a long-lived ship, and a well-built one by any measure, she did require some extra care and attention during overhauls, particularly later in her career. Some of these maintenance issues occurred within areas of her superstructure, and others within portions of her hull; there was even some suspicion that certain ‘trouble spots’ forward harked back to strains she endured during her grounding in the Mersey in the ‘teens. This article contains some additional information regarding Aquitania’s service and upkeep that did not make the final version of the Aquitania book.

Click here to read the article. (PDF format)
(June 2008)


Dossier: Titanic: Time and Speed 

A chart by Samuel Halpern that shows some details regarding routes across the North Atlantic Ocean.This dossier groups together material relating to Titanic, the ship’s local time, and her speed that are available online and in print in a variety of locations.

Click here to read the article.
(March 2008)


Dossier: Gigantic 

The hull of Ship 433, the Britannic, rises on the stocks at Harland and Wolff shipyard.

New information is presented on ‘The Gigantic Question’.

The ongoing debate regarding the third sister’s name is covered in a number of new articles, which analyse recent research into the issue. It provides a link to order a copy of ‘The Gigantic Question,’ an extensive article by Mark Chirnside and Paul Lee, published in the Titanic Historical Society’s Titanic Commutator 2008: Volume 31 Number 180: Pages 181-92.

Click here to read the article. (PDF format)
(March 2008)


Forward sections of a model of the RMS Majestic.Dossier: Majestic Model 

Several models of Majestic survive today, including this interesting one at the Auckland Maritime Museum.

Photos of several models, and the ship herself, are provided here with additional commentary.

Click here to read the article.
(March 2008)


Aquitania ‘Down The Years’ 

A 1920s plan of the Reynolds Suite aboard the Aquitania.This short article examines Aquitania as she was in 1914 and 1938, highlighting several aspects of her accommodation that changed radically over the years.

Click here to read the article.
(February 2008)


Dossier: Homeric’s Interior 

A gorgeous artist's view of the White Star liner Homeric.The White Star liner Homeric is often mis-understood or neglected. Yet although a smaller vessel than her running mates, Homeric’s interiors were magnificent.

This article with a gallery shows a number of images of Homeric‘s interior and layout. Through period deckplans and a number of illustrations we will get an interesting glimpse inside this ship.

Click here to read the article.
(February 2008)


Olympic’s Expansion Joints 

A diagram showing cracks in Olympic's superstructure in early 1912.

The Olympic’s expansion joints have become misunderstood.

First published in the Titanic Historical Society’s Titanic Commutator in September 2007, this article takes a short look at Olympic’s expansion joints and the progressive philosophy of continuous improvement that Harland & Wolff practised.

It argues that subsequent changes made to Britannic’s expansion joints were probably the usual lessons learned from her older sister, and not a conspiracy to cover up any defect supposedly brought to light by Titanic’s loss.

Click here to read the article. (PDF format)
(January 2008)


RMS Majestic: Weekend Cruise to Nassau, 1935 

A photograph of the White Star liner Majestic with a tug alongside.Shortly before she was withdrawn forever from service as a passenger liner, Majestic made a weekend New Year’s Eve cruise to Nassau at the end of 1935. She attracted 1,501 passengers, who were attracted by the liner’s comfort and luxury, but unfortunately the end of the line was a mere few weeks away.

Click here to read the article.
(January 2008)


The 66,000-ton Myth 

A card showing Olympic's launch cites the incorrect 66,000 ton displacement often given for Titanic.

The 66,000-ton displacement often cited for Titanic is incorrect.

In an article first published by the Irish Titanic Historical Society’s White Star Journal, the myth that Titanic displaced 66,000 tons is addressed and refuted.

Although the figure is often repeated, it has no basis in reality. The article does not address a new discovery – rather it brings together information that was previously known. However, considering how frequently Titanic‘s displacement is incorrectly cited as ‘66,000 tons’, this information is not to be missed for ‘rivet counters’, enthusiasts, and historians alike.

Click here to read the article. (PDF format)
(December 2007)


RMS Majestic Specification File 

An artist's impression of the RMS Majestic.As the largest liner in the world for more than a decade, Majestic’s size was impressive. This specification file examines her dimensions and capacities.

Click here to read the article. (PDF format)
(November 2007)


RMS Olympic Specification File 

Advertising material showing an artist's impression of the RMS Olympic.When she entered service, Olympic was by far the largest liner in the world; almost one hundred feet longer than Mauretania and with a gross tonnage almost fifty percent higher. Her specifications are interesting to record.

Click here to read the article. (PDF format)
(November 2007)


‘To The Editor…’ 

A listing of letters that have been published in various maritime journals. This page will be updated as additional letters are written and published.

Click here to read the article.
(July 2007)


Olympic and Titanic: Maiden Voyage Mysteries (External Link)

A montage of imagery relating to Olympic's maiden voyage.

For decades, Olympic’s maiden voyage speed was understated in the historical record.

This article, co-authored by Mark Chirnside and Sam Halpern, explores some of the navigational aspects of the maiden voyage of Olympic and her ill-fated sister.

In 2006, it was discovered that there was an error in the time calculation on Olympic’s maiden voyage log card, which meant that Olympic’s average speed was understated and that the new liner performed better than anyone realised at the time.

Read article here (external link).
(April 2007)


RMS Aquitania Captains 

A period illustration showing photographs of some Cunard Captains, courtesy Mike Poirier.

This is believed to be the most comprehensive documentation of Aquitania’s commanders available.

This article is intended to be read alongside the listing available as an appendix in the Aquitania book. Whereas the list of Aquitania‘s captains in the book is upon crew agreements and considerable archival work by Hilary Thomas, along with a document entitled ‘Detail of Masters, 1943-49’, this article has a list based upon registry papers relating to Aquitania which were filed in Liverpool.

It is believed to be the most comprehensive documentation of Aquitania’s commanders available.

Click here to read the article. (PDF format)
(April 2007)


RMS Olympic & The Poderjay Case 

Miss Agnes Tufvertson.

In December 1933, Olympic left New York with a suspected murderer onboard.

On one winter sailing in 1933, Olympic departed from New York with a suspected murderer onboard, fleeing America for Europe. In a case never solved, nobody was charged with the murder of Miss Agnes Tufvertson because she disappeared without trace and her body was never found. What may be considered a final insult was the mere charge of bigamy that was successfully prosecuted, for the suspect served only a few years in prison.

Although the case has been mentioned on occasion, never before has it been looked it in detail from the perspective of its place in Olympic’s history. Murders at sea are hardly less heinous than those on shore, and there are other cases recorded – another involving the Queen Mary and a porthole. It appears far more likely that Olympic was the tool for the murderer’s escape and the body’s disposal, rather than the scene of the apparent murder itself. Strangely enough, the case appears little known to those who have studied Olympic and her history. This article is intended to go some way towards remedying that.

Originally appearing in the British Titanic Society’s Atlantic Daily Bulletin this year, by presenting it on this website there has been scope to include additional photographs and illustrations. Similarly, as a result of feedback and new leads I have been able to expand the text with more new information. I am particularly grateful to John (‘Jack’) D. Wetton – of the White Star Line Site (part of the former Historic Ocean Liner Web ring) – for so generously sharing his research and being willing to contribute to this article; by combining forces we all learn so much more than by working alone. We were both members of the Historic Ocean Liners list.

Click here to read the article. (PDF format)
(November 2006)


RMS Olympic: The Mis-dated Refit 

Olympic being refit in Southampton in the late 1920s.

This article helps to pinpoint the dates of specific changes to Olympic in the late 1920s.

This article helps to pinpoint the dates of specific changes to Olympic in the late 1920s, including the installation of new first class suites forward on B-deck. Precisely when were new cabins installed forward along the former areas of the enclosed first class promenade on B deck? Was it during her 1927-1928 winter overhaul, as is long supposed?

Find out in this article; originally published in August 2006, it was revised and updated in May 2018.

Click here to read the article. (PDF format)
(August 2006)


RMS Olympic’s Retirement 

A late-career photograph of Olympic with a tugboat.

Was Olympic retired because of rising maintenance costs or structural issues?

Was the Olympic retired from service because of rising maintenance costs or because of building structural issues? Was hers a case of ‘premature death’, as the saying goes? If her maintenance costs were no higher than those of her running mates, why did she retire before some of those liners? How did the financial picture look to management in the Cunard-White Star Line during those bleak years of the early 1930s?

This article is an extensive examination of the reasons for Olympic’s retirement, and why it took place in 1935. It is a follow-up article to my previous work ‘RMS Olympic: Another Premature Death?’, which was published in 2002.

Click here to read the article. (PDF format)
(July 2006)


Cunard’s ‘Queens’ and the 1960s 

Cunard advertised that getting there aboard the Queen Mary and Queen Elizabeth was 'half the fun!'

Which Queen was more popular?

Legend has it that of the two sisters, Queen Mary and Queen Elizabeth, the long-lived Queen Mary was the more popular ship. But was she really? And were both sister ships veritable ‘ghost ships’ during their final years together, with very few passengers aboard? Legend falls to the cold, hard facts of available passenger list numbers as Mark exposes this myth.

Click here to read the article. (PDF format)
(July 2006)


Olympic & Titanic – An Analysis Of The Robin Gardiner Conspiracy Theory 

The Olympic and Titanic: could they have been switched?

Were Olympic and Titanic really switched as part of an insurance fraud conspiracy?

Everywhere you look these days, it seems, you hear whispers of a conspiracy to switch the Olympic and Titanic. This is the most extensive critical analysis of this theory available online; it has been prepared to academic standards and endorsed accordingly. It concludes that the conspiracy theory does not stand up to scrutiny, and is unsupported by reliable evidence.

You are invited to read the most substantial, critical analysis of the Robin Gardiner conspiracy theory available online. In a paper prepared to academic standards, it was originally written by Mark Chirnside while he was studying for his degree in History & Politics. As such, it was accepted as historically accurate and balanced by a team of independent examiners – receiving a very good grade.

The conspiracy theory has, rightly, been universally dismissed by peer-recognised researchers of the Titanic disaster, yet it is precisely by their detailed analysis of the claims made and the evidence – or lack thereof – to substantiate them that a well-informed judgement can be made as to any theory’s credibility. Any theory should be judged on its merits and the evidence available to support it, and in the case of the conspiracy theory the more it is analysed the more flaws are apparent.

Since the dissertation was subject to strict word limits, it is a discussion of the most pertinent points and should not be considered as an exhaustive study. Although it was known, as of 2006, that author Robin Gardiner was working on another book (which will presumably bring the conspiracy theory ‘up to date’ from his point of view), at the time of writing the most recent pro-conspiracy text available was Gardiner’s 1998 book entitled Titanic: The Ship That Never Sank? It is for that reason that all references, and analyses, relate to this book.

Preparatory work began in January 2005. The final draft was cut down and was around one hundred words below the maximum limit above which work would be rejected. The contents of the three chapters were chosen as follows: firstly, an analysis of the damage incurred by the Olympic during the Hawke collision; secondly, a discussion of Gardiner’s methodology focusing on both the reliability of the evidence cited and the methods used to put arguments across; and thirdly, a brief discussion of the vital question of insurance and whether there would have been any financial benefit to such an insurance fraud.

Although the draft of the dissertation on this website contains all the original text and arguments, the title page has been edited to remove personal information; the endnotes have been ‘slimmed down’ enormously to consist of only published and online sources; while the bibliography has largely been retained from the version presented on May 8th 2006. Sincere thanks are due to Kalman Tanito for helping with its preparation of this file.

Click here to read the article. (PDF format)
(July 2006)


HMHS Britannic Officers’ Appointments 

A photograph of HMHS Britannic's Captain, Charles Bartlett.

A complete listing of all Britannic’s officers.

This article provides the most complete and up-to-date listing of Britannic’s officers available. It includes the dates of each officer’s appointments to those positions. The article also helps to dispel some longstanding confusion regarding Second Officer Brocklebank’s service aboard Britannic throughout 1915-16.

This is a fantastic resource not to be missed by any Britannic researcher or enthusiast.

Click here to read the article. (PDF format)
(December 2005)


Thomas Andrews’ Olympic Notes, Summer 1911 

RMS Olympic's first class dining saloon, seen ca. 1911.

No detail or improvement was too small to warrant Andrews’ attention.

Although not widely available, Thomas Andrews’ notes from Olympic’s maiden voyage to New York provide a fascinating insight into his philosophy of continuous improvement. It seems that no detail or improvement was too small to warrant his attention.

This article compiles several previously unreleased notes made by Andrews during that trip, giving us a glimpse into early ideas for improving Olympic and her successor Titanic.

Click here to read the article. (PDF format)
(July 2005)


Please check back often for further updates and new articles.