-Caveat Lector- http://www.hospitalshipbritannic.com/history.htm
The race for the Atlantic Britannic was the third of the Olympic class vessels,a trio of giant and luxurious ocean liners (which included also Olympic and Titanic) built by the Belfast shipbuilders Harland&Wolff for the White Star Line.The decision for this colossal project was taken in 1907 during a dinner at home of Lord William Pirrie,chairman of Harland&Wolff.That evening Pirrie met Joseph Bruce Ismay,chairman of the White Star Line and president of the International Mercantile Marine(IMM)-a group of shipping companies owned by the famous american financier John Pierpont Morgan.In 1901 Morgan decided to join the increasing competition between shipping lines for transatlantic voyages between Europe and America.The massive wave of immigration (12 million crossed the Atlantic,heading to New York only,between 1892 and 1920) had made that line very profitable and the supermacy of the 2 leading british companies Cunard Line and White Star Line was already under serious threat by the germans,the french and the italians.Morgan used his usual tactic:the creation an enormous trust.The death of Thomas Henry Ismay, founder of the White Star Line,in 1899 found his son Bruce managing the company under serious pressure.So in December 1902 IMM bought the White Star leaving Cunard the only independent british line.It was a huge blow for the british government because ships owned by foreign companies couldn't be used in case of emergency. First the british government made an agreement stating that the ships of the White Star would remain on the british register and would be available in case of an emergency.In return White Star would not be treated as a foreign company.Second,loaned Cunard Line £2,600,000 for the construction of 2 superliners.With government support Cunard launched in 1907 Lusitania (31500t,24,5knots) and Mauretania (31938t,>24,5knots), the largest and fastest ocean liners in the world.White Star had to react and with the enormous economic resources of IMM entered the battle in 1910 with Olympic (45324t,22knots) and the Titanic (46328t,22knots) in1911.A third ship would follow in 1914,the Britannic (48158t,22knots) - originally named Gigantic but renamed soon after the Titanic tragedy.Cunard didn't stand still and had alredy began the construction of Aquitania (45647t).But the future would reserve many surprises for both companies and this balance wouldn't last for long. Lusitania Mauretania in hospital ship colours click on image to enlarge However,despite the huge investmements of the two major british companies,it was the german Hamburg Amerika Line,ran by Albert Mallin,that introduced first the concept of "the biggest and best".The germans (Hamburg America Line and Norddeutcher Lloyd) had already overtaken the british several times during the course for the Blue Riband,the prestigious prize for the fastest crossing of the Atlantic (eastbound or westbound).The construction of the 2 trios of super liners by Cunard and White Star forced Mallin to reply.His project was even greater,as the race for the Atlantic had become a matter of national pride.Three super liners,over 50000t, were designed for Hamburg Amerika Line:Imperator (52117t) and Vaterland (54282t),both launched in 1913,and Bismark (56000t),launched in 1914.But it was WW1 that ruined the ambitious plans of Albert Mallin who looked certain to dominate once more over his competitors.Here is the data for the four main competitors in 1914: Hamburg America Line(Germany):194 ships (1,307,411 total tonnage) Norddeutcher Lloyd(Germany):135 ships (907,996 total tonnage) White Star Line(Great Britain):33 ships (472,877 total tonnage) Cunard Line(Great Britain):29 ships (344,251 total tonnage) Imparator Magestic/ Bismark Leviathan/Vaterland click on image to enlarge Albert Mallin never lived to see the fate of his superliners.He died after taking an overdose in 1918,just one day before the signing of the armistice.After the war two of them were awarded to his british rivals who both had lost from one super liner during the hostilities.The Imperator was awarded to Cunard (who had lost the Lusitania) and was renamed Berengaria.The White Star (who had lost the Britannic) was awarded the Bismark,renamed Majestic.The Vaterland was seized by the americans in New York and was renamed USS Leviathan.She transported more than 100.000 soldiers to France (in one trip she carried 14.416!) and after the war she served with the American Line. Cunard was the luckier of the british companies.She had lost only one super liner (the Lusitania) and with Mauretania and Acquitania still intact (plus the Berengaria),the company could still meet the high pre-war standards of service of the North Atlantic route.On the other hand,the White Star having lost the Titanic before the war and the Britannic during the conflict,remained with only one super liner,the Olympic.Magestic managed to guarantee the competitivity of the company,but that was not enough to stop the slow decline.In the end,White Star merged with Cunard in 1934. The period The 3 ocean liners built for the White Star reflected the british social structure at the begginning of the new century.That period was marked by the influence of King Edward VII.Around him it was created a group of concervative industrialists who had a unique goal:The geographic and economic domination of the Empire around the world.The effects were devastating for the lower classes and the contrasts were not few.The victory of the labourists in 1906 and the king's death in 1910 brought to the introduction of the welfare state and more democratic measures.But the tension remained high and the nation was paralized from a series of strikes during 1911-2.Immigration to America increased dramatically,especially in Ireland.At the same time rich americans became regular users of the Atlantic line.So it's not a suprise under those circumstances that new ocean liners had to be more luxurious for the rich passengers and much bigger for the immigrants .Velocity was still a crucial factor but the introduction of steam engines had solved this problem some years earlier.Cunard and White Star followed different paths.Cunard relied mainly on velocity in order to attract customers.White Star relied on extreme luxury and size combined with acceptable speed.On the White Star superliners the accomodations for first and second class passengers were unique and even third class passengers who were usually making the trip in inhuman conditions had their own open deck,a comfortable dining room,larger cabins (larger than second class cabins in other liners),separate sector for single female passengers and sanitary services much above ordinary standards.Of course prices were high ($4350 to $3100 for first and second class) and the third class passenger who could afford a trip ($32) on an Olympic liner was part of an elite , considering the desparate economic situation of most immigrants. Birth of a giant On April 14,1912 Titanic struck an iceberg and sunk after 2h and 40min during her maiden voyage in the North Atlantic.1502 people perished,the largest maritime disaster for 75 years (this sad record was taken in 1987 by a ferryboat sunk near the Philippines with 4375 victims).The shock was great because the ship was considered unsinkable by experts and had a huge impact to the improvement of safety measures on ships worlwide.The british and american investigations pointed out:1)Non-efficient design of the watertight bulkheads.None of them arrived up to the Bridge deck,mainly for not dividing the 1st class area.As a result the ship's hull was NOT divided into compartments and water overflowed from a flooded comparment to the next one from the top edge of the bulkheads.Longitudinal bulkheads were not installed in the Olympic class vesels ,a safety measure used on Cunard's ships.2)Lifeboat capacity was around 50% of the ship's total number of passengers. Gigantic/Britannic's keel had been laid in yard number 433 on November 30,1911.She would join service in the summer of 1914 but the Titanic tragedy forced White Star to make extensive design modifications.This was much more difficult for the already operating Olympic which had to stay out of service for six months than for Britannic whose construction was in an early stage.It was a top priority project for the White Star which was suffering a difficult period for its image.Several modifications were made: There was the installation of anextended watertight double skin which running for the length of the boiler and engine rooms (60% of the ship's 852ft/269m total length) and rising 4ft/1.2m above the load line.The watertight bulkhead's arrangement was completely revised too.A new bulkhead was added in the electric room engine and five of them (16 in total) were extended up to the Bridge deck.Now the ship was divided in 17 comparments and the hull was fully protected.With these modifications the ship should be able to survive a damage similar to the Titanic remaining afloat (but not in motion) with her first 6 compartments flooded. The engine arrangements were similar to Olympic and Titanic:29 boilers,all but five double ended and weighing 105t each.Two 4-cylinder triple-expansion reciprocating engines each developing 16000hp.The remaining steam could pass into a low pressure turbine (weighing 490t) driving the center screw and developing another 18000hp.With a total engine power of 50000hp Britannic could reach and maintain a speed of 21knots and having reserve power if needed. Externally,Britannic maintained the enclosed forward end of the promenade deck (present onTitanic but not on Olympic) for the protection of the passengers against heavy weather.The aft shelter deck was also enclosed in order to create a covered area for the 3rd class passengers.But the most visible modification were the huge new lifeboat davits.Britannic could carry 46 open lifeboats (plus 2 motor launches with their own wireless).The life boats were positioned in four groups on the boat deck as seen in the picture above.Each davit could handle more than one lifeboat and in two of the eight stations (those not near the funnels) could transfer a lifeboat from one side of the ship to the other, something useful in case of increased list to one of the two sides.This arrangement created large space for the passengers on the boat deck and made possible their entrance on the lifeboats while still being on deck.Then the full lifeboat could be lowered in a safe distance from the ship thanks to 2 separate motors and not manually.Finally a light to the end of each davit would make easier the operation at night.Indeed the new davits could guarantee a rapid and safe evacuation of all passengers and crew.Of course the White Star made a publicity campaign to show that safety features on their ships were the best around. Lifeboat arrangement on RMS Britannic This set of davits near the stern was never used on the hospital ship version because of the lack of time.Photo courtesy of Rusell Wild. (Ulster Folk&Transport Museum) Motor launch on Britannic. A motor launch is being lowered.In the background the port of Naples.Photo courtesy of Russell Wild click on image to enlarge Internally,the ship was quite similar to the Titanic.Some new features included a hairdressing salon for women,a children's playroom,dog kennels,a gymnasium for second class passengers,a fourth elevator for first class passengers and a pneumatic tube than ran from the wireless room to the bridge in order to send navigational messages (on Titanic the most important ice warning never arrived to the bridge because the operators were too busy to leave their posts....).Of course the ship would have all the major attractions of the Olympic class: restaurant a la carte,first class gymnasium, Cafe' Parisien, barber shop for gents,squash court,turkish baths,swimming pool,smoke rooms,reading and writing room and one dining room for each class With all those modifications the gross tonnage would arrive at 50000t making the Britannic the largest ship in the world and the best of the Olympic class.On February 26,1914 (at 11.15a.m), Britannic was finally launched at Belfast without any launching ceremony (a White Star tradition) nearly 27 months after her keel had been laid. 81 seconds later the 24800t hull was afloat and five tugs towed it to the fitting out basin.When completed the ship would have the following capacity:790 first class,836 second class,953 third class passengers and 950 crew members.She would be ready for service in the spring of 1915. The launch of RMS Britannic (Ulster Folk&Transport Museum) http://www.hospitalshipbritannic.com/the_disaster.htm The explosion Britannic departed from Southampton for Moudros at 2.23pm on November 12,1916.It would be her sixth voyage in the Mediterranean Sea.She passed Gibraltar around midnight on the 15th and arrived to Naples on the morning of the 17th for her usual coaling and water refueling stop,completing the first stage of her mission.A storm kept the ship at Naples until Sunday afternoon.Then Captain Bartlett decided to take advantage of a brief break of the weather and decided to lift anchors.The seas rose once again just as Britannic left the port but by next morning the storms died and the ship passed without problems the strait of Messina.Cape Matapan (the southernmost point of continental Greece) was rounded during the first hours of Tuesday 21st November.By the morning Britannic was steaming at full speed (around 21 knots) into the Kea Channel,between Cape Sounio (the southernmost point of Attica,the province which includes Athens) and the island of Kea. Photo taken in 2001 (NASA) click on "KEA" and "MUDROS" to take a closer look of these areas In the dining room the nurses were taking their breakfast after having attended the early mass held by the ship's chaplain John Fleming.Among them Violet Jessop a VAD who had worked as a stewardess on both Olympic and Titanic.She had witnessed all the tragic moments of the Olympic class vessels,the collision of Olympic with HMS Hawke (without loss of life but with the Olympic badly damaged) and the "night to remember" of April 14,1912 when Titanic sunk during her maiden voyage.Apart from Violet Jessop only one person on board had worked in all 3 Olympic class liners: Fireman John Priest. At 8.12am a loud explosion shook the ship.Violet Jessop later recalled:"Suddenly,there was a dull deafing roar.Britannic gave a shiver,a long drawn out shudder from stem to stern,shaking the crockery on the tables,breaking things till it subsided as she slowly continued on her way.We all knew she had been struck."The reaction in the dining room was immediate.Doctors and nurses left instantly for their posts.That seemed strange to Violet Jessop when compared with the calmness aboard Titanic after the collision with the iceberg,but during a war fear for the worst makes people foresee danger,especially when they are in uniform and they have already experienced the cruel reality of the front.However not everybody reacted the same way.Further aft the power of the explosion was less felt and many thought the ship had hit a smaller boat.It seems that no casualties occured as no one was present in the area of the blast but Private J.Cuthbertson had a close call as the force of the water washed him from G deck up to the E deck through the debris of the staircase between the two decks. The fatal explosion. Digital elaboration by M.Michailakis On the bridge,at the time of the explosion,they were present Captain Bartlett,Chief Officer Hume and Fourth Officer McTavish.The gravity of the situation was soon evident.The first reports were allarming:The explosion had occured at the starboard side between holds 2 and 3,but the force of the explosion had also damaged the watertight bulkhead between hold 1 and the forepeak.That meant that the first 4 watertight comparments of Britannic were filling rapidly with water.To make things worse the firemen's tunnel connecting the firemen's quarters in the bow with boiler room 6 had been also seriously damaged and water was flowing into that boiler room (the watertight bulkhead between hold 3 and boiler room 6 was incredibly intact but its watertight door probably not).Bartlett ordered the watertight doors closed,sent a distress signal and ordered the crew to prepare the lifeboats.Unfortunately another bad suprise was waiting;Along with the damaged watertight door of the firemen's tunnel,the watertight door between boiler rooms 6 and 5 also failed to close properly for some unknown reason.Now water was flowing further aft into boiler room 5. Britannic's flooding limit. Green=Firemen's tunnel Purple=Watertight bulkheads Digital elaboration by M.Michailakis The Britannic had reached her flooding limit.She could stay afloat(motionless though)with her first six watertight compartments flooded and had 5 watertight bulkheads raised up to the B deck.Those measures were taken after the Titanic disaster,when the ship(designed to stay afloat with her first five watertight compartments flooded)suffered a "domino effect" with water flowing over the bulkheads which were not protecting the keel all over its height up to B deck but only up to E deck.That meant that Titanic was NOT trully divided into watertight compartments like her sistership.If we could have called a ship "unsinkable" that would have been the Britannic.Luckily the next crucial bulkhead between boiler rooms 5 and 4 and its door were undamaged and should have guaranteed the survival of the ship.However,it was something else that probably sealed Britannic's fate:the open portholes of the lower decks.Most of those portholes were opened by the nurses in order to ventilate the wards.As the ship's list increased water reached this level and began to enter aft from the bulkhead between boiler rooms 5 and 4.With more than six compartments flooded,the Britannic was doomed. Evacuation and tragedy On the bridge,Captain Bartlett was trying to choose the best action in order to save his vessel.Only two minutes after the blast boiler rooms 5 and 6 had to be evacuated.In other words,in about ten minutes Britannic was roughly in the same condition Titanic was one hour after the collision with the iceberg!Fifteen minutes after the explosion the portholes on E deck were underwater and,worse of all,they were left open by the nurses in order to ventilate the wards before the arrival of the wounded.That fact probably compromised the Britannic.Water entered into the ship aft from the bulkhead between boiler rooms 5 and 4.Britannic developed quickly a serious list to starboard.Bartlett in his right saw the shores of Kea,about three miles away.He decided to make a last desparate effort by trying to beach the ship.That wasn't an easy task because of the combinated effect of the list and the weight of the rudder.The steering gear was unable to respond properly but by using the propellers (giving more power to the left one) Britannic slowly managed to turn right. Simultaneously,on the boat deck the crew members were preparing the lifeboats.There was tension,but not panic.The nurses were grouped and counted into the life boats separately by Britannic's Matron E.A Dowse who supervised their evacuation.Britannic's assistant commander Harry William Dyke was making the arrangements for the lowering of the lifeboats from the aft davits of the starboard boat deck,when spotted a group of firemen who had taken a lifeboat from the poop deck without authority and they hadn't fill it to its maximum capacity. Dyke ordered them to pick some of the men who had already jumped into the water.On the port gantry davits there was another situation of indiscipline as a group of people(mainly crew members and stewards)tried to occupy the lifeboats but Fifth Officer G.Fielding managed to stop them.Fielding was cautiously lowering the boats some meters over the water because Britannic was still moving ahead.However a port lifeboat who had been lowered without authorisation was drifted into the giant running propellers who were almost out of the water by now.The spectacle was horryfying.Violet Jessop was late picking her personal belongings after assisting a collegue and arrived on the boat deck when all the nurses had gone.While her lifeboat(#4) was lowered into the water,she described the scene:"...eyes were looking with unexpected horror at the debris and the red streaks all over the water.The falls of the lowered lifeboat,left hanging,could now be seen with human beings clinging to them,like flies on flypaper,holding on for dear life,with a growing fear of the certain death that awaited them if they let go." "..I turned around to see the reason for this exodus and,to my horror,saw Britannic's huge propellers churning and mincing up everything near them- men,boats and everything were just one ghastly whirl..." Painting by Ryan Hill Violet's lifeboat was not luckier though.Moments after touching the water her lifeboat clustered with the other lifeboats already in the water,struggling to get free from Britannic's side but it was rapidly drifted into the propellers too.She wrote:"...every man jack in the group of surrounding boats took a flying leap into the sea.They came thudding from behind and all around me,taking the water like a vast army of rats.[.....]I turned around to see the reason for this exodus and,to my horror,saw Britannic's huge propellers churning and mincing up everything near them-men,boats and everything were just one ghastly whirl".Violet couldn't swim but ovecame her fear in front of the danger and jumped into the water.Her lifebelt brought her on the surface,only to hit violently her head twice on something solid.She became desparate to find out she couldn't get out.Suddenly she grabbed an arm but having heard that people drowning retain their hold after death,she let go.After some more agonizing seconds she reached finally the surface.Then she opened her eyes....."The first thing my smarting eyes beheld was a head near me,a head split open,like a sheep's head served by the butcher,the poor brains trickling over on to the khaki shoulders.All around were heart-breaking scenes of agony,poor limbs wrenched out as if some giant had torn them in his rage.The dead floated by so peacefully now,men coming up only to go down again for the last time,a look of frighteful horror on their faces."Violet closed her eyes to keep out the scene while trying to keep her nose out of the water(the lifebelts used at the time couldn't support the weight of the head and this sometimes was fatal for people who were unconscious or they couldn't swim). The last moments Meanwhile,word of the massacre arrived on the bridge.Captain Bartlett seeing that water was entering more rapidly as Britannic was moving and that there was a risk of more victims,ordered engines stopped.He officially ordered to lower the boats and at 8:35am he gave the order to abandon ship.By then the forward set of port side gantry was impossible to operate.Fifth Officer Fielding however,managed to launch rapidly three more boats from the aft set of davits.At 8:45am the list to starboard was so big that no davits were operable.Men began to throw chairs and life rafts to the people in the water.Bartlett sounded one last blast on the whistle and then just walked into the water that had already reached the bridge.He swam to a collapsible boat and began to co-ordinate the rescue operations.The whistle blow was the final signal for Britannic's engineers(commanded by Chief Engineer Robert Fleming)who like their heroic collegues on the Titanic had remained at their posts until the last possible moment.They escaped via the staircase into funnel #4 which was serving to ventilate the engine room. "...All the deck machinery fell into the sea like a child's toys..." Painting by Ryan Hill Britannic rolled over her starboard side and the funnels began collapsing.Violet Jessop from the water saw the last seconds:"She dipped her head a little,then a little lower and still lower.All the deck machinery fell into the sea like a child's toys.Then she took a fearful plunge,her stern rearing hundreds of feet into the air until with a final roar,she disappeared into the depths,the noise of her going resounding though the water with undreamt-of violence."It was 9:07am,only 55 minutes after the explosion.... The rescue At 8:15 the British destroyer Scourge received the SOS sent by the ill-fated hospital ship.Immediately set course for the Kea channel and also ordered the French tugs Goliath and Polyphemus to follow.At 8:28 the auxilliary cruiser Heroic,which had encountered Britannic earlier that day returning from Moundros to Salamina,received the distress signal and reversed course immediately.The ship had just rounded Cape Sounio and was very close.At 8:35 the Scourge requested the assistance of another British destroyer,the Foxhound,which was in patrol in the Gulf of Athens. It was a very nice Tuesday morning in the Aegean Sea,the sea was calm and the sun was shining up in the sky.Three miles norhwest of port St.Nicolo,the calm waters were full of debris,lifeboats,corpses and survivors.The crew had managed to get into the water 35 of 58 lifeboats in less than 50 minutes.Luckily,at least one of Britannic's innovations proved to be crucial for the rescue of the hundreds of people who were scattered all over the area of the disaster.From the first moments the 2 motor launches picked up rapidly many survivors being much faster than the non-motored lifeboats and they were much easier to operate. (Immagine how useful they would have been if installed on Titanic...).One of the motor launches picked up Violet Jessop who had suffered a cranic fracture(not diagnosed by anyone later!)and a deep cut in her leg.While onboard,she observed the search for survivors between the wreckage:"Several did not respond.Here a poor scullion with his apron still on,there a RAMC orderly,now a wee,fair-haired sailor boy.I looked on miserably as the order was given to drop them overboard again and saw them floating away." The first to arrive on the scene were the greek fishermen from Kea with their kaikia(small fishing boats)who picked up many men from the water (one of them,Francesco Psilas,was later paid £4 by the Admiralty for his services).At 10:00 the Scourge sighted the first lifeboats and ten minutes later stopped and picked up 339 survivors.The Heroic had arrived some minutes earlier and picked up 494.Some 150 had made it at port St.Nicolo were Britannic's doctors and nurses were trying to save the horribly mutilated men using aprons and pieces of lifebelts to make dressings.A little barren quayside served as their operating room.The inhabitants offered all possible assistance to the survivors and hosted many of them in their houses while waiting for the rescue ships.Violet approached a wounded."An elderly man,in an RAMC uniform with a row of ribbons on his breast,lay motionless on the ground.Part of his thigh was gone and one foot missing;the gray green hue of his face contrasted with his fine physique.I took his hand and looked at him.After a long time,he opened his eyes and said:"I'm dying".There seemed nothing to disprove him yet I involuntarily replied:"No,you are not going to die,because I've just been praying for you to live".He gave me a beautiful smile[...]That man lived and sang jolly songs for us on Christmas Day." The Scourge and the Heroic had no deck space for more survivors and they left for Pireaus signalling the presence of the ones left at St.Nicolo'.Luckily,the Foxhound arrived at 11.45 and after sweeping the area,anchored in the small port at 1:00pm to offer medical assistance and take onboard the remaining survivors.At 2:00pm arrived the light cruiser Foresight.The Foxhound departed for Pireaus at 2:15pm while the Foresight remained to arrange the burial on Kea of Sergeant W.Sharpe who had died of his injuries.Other two men died onboard the Heroic and one aboard the French tug Goliath.The three were buried with military honours at the British cemetary at Pireaus.The last fatality was G.Honeycutt who died at the Russian Hospital at Pireaus,shortly after the funerals. A total of 1036 people were saved,30 men lost their lives in the disaster but only 5 were buried.The others were left in the water and their memory is honoured in memorials in Salonika(Thessaloniki) and London.Another 24 men were injured.Luckily,the ship had no patients onboard.If that was the case probably the death toll would be much higher,perhaps even bigger than Titanic.The survivors were hosted in the warships that were anchored at the port of Pireaus imposing an embargo after the failure of the French to have military material and naval material handed by the neutral greek army and the battle that followed in dowtown Athens.However, the nurses and the officers were hosted in 2 seperate hotels at Phaliron.The enviroment was slightly hostile in Athens after the battle, but many greek sympathisers and officials attended the funerals of the Britannic fatalities. Sources -Simon Mills-"Britannic,The Last Titan" -John Maxtone-Graham (editor)-"Titanic Survivor-The Memoirs of Violet Jessop,Stewardess" -Robin Gardiner & Dan Van Der Vat-"The Riddle Of The Titanic" <A HREF="http://www.ctrl.org/";>www.ctrl.org</A> DECLARATION & DISCLAIMER ========== CTRL is a discussion & informational exchange list. Proselytizing propagandic screeds are unwelcomed. Substance—not soap-boxing—please! These are sordid matters and 'conspiracy theory'—with its many half-truths, mis- directions and outright frauds—is used politically by different groups with major and minor effects spread throughout the spectrum of time and thought. That being said, CTRLgives no endorsement to the validity of posts, and always suggests to readers; be wary of what you read. CTRL gives no credence to Holocaust denial and nazi's need not apply. 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