Monday, June 27, 2016

The Real Story of the Titanic!


This is how JP Morgan sunk his unsinkable Titanic
Published on Feb 1, 2014
The Titanic (Olympic) was deliberately sunk.

Was the Titanic deliberately sunk by JP Morgan?  
Published on Jul 16, 2014
RMS Titanic was a British passenger liner that sank in the North Atlantic Ocean in the early morning of 15 April 1912 after colliding with an iceberg during her maiden voyage from Southampton, UK to New York City, US. The sinking of Titanic caused the deaths of more than 1,500 people in one of the deadliest peacetime maritime disasters in modern history. The RMS Titanic, the largest ship afloat at the time it entered service, was the second of three Olympic class ocean liners operated by the White Star Line, and was built by the Harland and Wolff shipyard in Belfast with Thomas Andrews as her naval architect. Andrews was among those lost in the sinking. On her maiden voyage, she carried 2,224 passengers and crew.
Under the command of Edward Smith, the ship's passengers included some of the wealthiest people in the world, as well as hundreds of emigrants from Great Britain and Ireland, Scandinavia and elsewhere throughout Europe seeking a new life in North America. A wireless telegraph was provided for the convenience of passengers as well as for operational use. Although Titanic had advanced safety features such as watertight compartments and remotely activated watertight doors, there were not enough lifeboats to accommodate all of those aboard due to outdated maritime safety regulations. Titanic only carried enough lifeboats for 1,178 peopls slightly more than half of the number on board, and one-third her total capacity.
After leaving Southampton on 10 April 1912, Titanic called at Cherbourg in France and Queenstown (now Cobh) in Ireland before heading west to New York. On 14 April 1912, four days into the crossing and about 375 miles (600 km) south of Newfoundland, she hit an iceberg at 11:40 p.m. ship's time. The collision caused the ship's hull plates to buckle inwards along her starboard side and opened five of her sixteen watertight compartments to the sea; the ship gradually filled with water. Meanwhile, passengers and some crew members were evacuated in lifeboats, many of which were launched only partly loaded. A disproportionate number of men were left aboard because of a "women and children first" protocol followed by some of the officers loading the lifeboats. By 2:20 a.m., she broke apart and foundered, with well over one thousand people still aboard. Just under two hours after Titanic foundered, the Cunard liner RMS Carpathia arrived on the scene of the sinking, where she brought aboard an estimated 705 survivors.
The disaster was greeted with worldwide shock and outrage at the huge loss of life and the regulatory and operational failures that had led to it. Public inquiries in Britain and the United States led to major improvements in maritime safety. One of their most important legacies was the establishment in 1914 of the International Convention for the Safety of Life at Sea (SOLAS), which still governs maritime safety today. Additionally, several new wireless regulations were passed around the world in an effort to learn from the many missteps in wireless communications which could have saved many more passengers.
The wreck of Titanic remains on the seabed, split in two and gradually disintegrating at a depth of 12,415 feet (3,784 m). Since her discovery in 1985, thousands of artefacts have been recovered and put on display at museums around the world. Titanic has become one of the most famous ships in history, her memory kept alive by numerous books, folk songs, films, exhibits, and memorials.

Titanic Real Story ~ NEW Full Documentary  
Published on Feb 9, 2015
One of the last great mysteries of the Titanic has been solved – and the woman who claimed she was a child survivor has been exposed as a fraud by DNA tests.
Two-year-old Loraine Allison was first reported to have died along with her parents when the tragic liner sank, but no body was ever recovered. In the years that followed the 1912 disaster a woman by the name of Helen Kramer came forward and claimed that she was in fact Loraine Allison.
Kramer launched a legal bid to be considered part of the wealthy Allison family and entitled to part of their fortune.
Before her death in 1992, she contended that she was entitled to the vast majority of the Allison family’s wealth in Canada. Her family had maintained her legal right to the Allison wealth in recent years in an increasingly bitter dispute, according to a report carried by the Irish Independent.
The report says the row has seen restraining orders taken out, accusations of harassment made and even security patrols set up to stop a family burial plot being interfered with. But now, more than a hundred years after the sinking, the mystery has been solved and Kramer exposed as a fraud.
The Loraine Allison Identification Project, established by a group of Titanicologists, has revealed the results of DNA tests involving members of the Kramer and Allison families. They prove that Helen Kramer was not the little girl who was lost on the Titanic. No genetic link was found between descendants from both sides of the dispute. The report says that the ruling means Loraine will keep the unhappy status of being the only child from first or second class to die in the sinking in 1912.
Lorraine traveled on the Titanic with her parents, Hudson, a Canadian entrepreneur, and Bess, her seven-month-old brother Trevor and an entourage of servants. The report says that when the ship struck the iceberg, Trevor was taken to a lifeboat by a maid, Alice Cleaver. Hudson, Bess and Loraine remained on board and apparently turned down many opportunities to be saved, possibly because they were searching for their son. Hudson’s body was the only one to be found found.
In 1940 Helen Kramer, now styling herself Loraine Kramer, first claimed to be the missing child. She told a radio show that she had been saved at the last moment when her father placed her in a lifeboat with a man whom she had always thought was her father. The man, whom she called Mr Hyde, raised her as his own in England before moving to the US. She claimed he told her the ‘truth’ shortly before his death. Kramer also claimed that Hyde disclosed his real identity as Thomas Andrews, Titanic’s designer who was thought to have died on board.
Some distant relations of the Allisons were taken in by her story, but immediate family members did not accept her.
The claims appeared to have died with Kramer, but the centenary of the sinking in 2012 saw Kramer’s grand-daughter, Debherrina Woods, from Florida, restate the claim on a series of online forums. Woods then tried to contact the Allison family in Canada, a move which prompted the intervention of their lawyers to ask her to cease. A restraining order was taken out to stop Woods scattering her grandmother’s ashes over the Allison family plot in Chesterville, Ontario and extra security measures put in place when she visited the area.
The debate then led to the founding of the identification project by Tracy Oost, a forensic scientist at Laurentian University, Ontario, and Titanic expert. The report says Oost asked both sides to take part in the DNA screening. Woods declined but her half-sister Deanne Jennings and Sally Kirkelie, the great-niece of Bess Allison, agreed to take part. Professor Oost said, “It is good to have a resolution here, but we mustn’t forget that this is all about one of the more tragic tales to come from the Titanic. The only mystery that remains is: who was Helen Kramer?
David Allison, the grandson of Hudson’s brother Percy Allison said, “I would like to thank Deanne Jennings and Sally Kirkelie for offering their DNA to stop this harassment. This was a courageous, selfless act, and I will remain forever indebted for their act of kindness.”

Titanic's Final Mystery
Published on Jun 18, 2014
I do not claim ownership of any of the content used in this video. All content, video or audio, belongs to their respective owners. I hereby credit them. This is the flim on the Titanic by the Smithonian Institution.
The Sinking of the Titanic, 1912
On April 10, 1912, the Titanic, largest ship afloat, left Southampton, England on her maiden voyage to New York City. The White Star Line had spared no expense in assuring her luxury. A legend even before she sailed, her passengers were a mixture of the world's wealthiest basking in the elegance of first class accommodations and immigrants packed into steerage.
She was touted as the safest ship ever built, so safe that she carried only 20 lifeboats - enough to provide accommodation for only half her 2,200 passengers and crew. This discrepancy rested on the belief that since the ship's construction made her "unsinkable," her lifeboats were necessary only to rescue survivors of other sinking ships. Additionally, lifeboats took up valuable deck space.
Four days into her journey, at 11:40 P.M. on the night of April 14, she struck an iceberg. Her fireman compared the sound of the impact to "the tearing of calico, nothing more." However, the collision was fatal and the icy water soon poured through the ship.
It became obvious that many would not find safety in a lifeboat. Each passenger was issued a life jacket but life expectancy would be short when exposed to water four degrees below freezing. As the forward portion of the ship sank deeper, passengers scrambled to the stern. John Thayer witnessed the sinking from a lifeboat. "We could see groups of the almost fifteen hundred people still aboard, clinging in clusters or bunches, like swarming bees; only to fall in masses, pairs or singly, as the great after part of the ship, two hundred and fifty feet of it, rose into the sky, till it reached a sixty-five or seventy degree angle." The great ship slowly slid beneath the waters two hours and forty minutes after the collision
The next morning, the liner Carpathia rescued 705 survivors. One thousand five hundred twenty-two passengers and crew were lost. Subsequent inquiries attributed the high loss of life to an insufficient number of lifeboats and inadequate training in their use.
End of a Splendid Journey
Elizabeth Shutes, aged 40, was governess to nineteen-year-old Margaret Graham who was traveling with her parents. As Shutes and her charge sit in their First Class cabin they feel a shudder travel through the ship. At first comforted by her belief in the safety of the ship, Elizabeth's composure is soon shattered by the realization of the imminent tragedy:
"Suddenly a queer quivering ran under me, apparently the whole length of the ship. Startled by the very strangeness of the shivering motion, I sprang to the floor. With too perfect a trust in that mighty vessel I again lay down. Some one knocked at my door, and the voice of a friend said: 'Come quickly to my cabin; an iceberg has just passed our window; I know we have just struck one.'
No confusion, no noise of any kind, one could believe no danger imminent. Our stewardess came and said she could learn nothing. Looking out into the companionway I saw heads appearing asking questions from half-closed doors. All sepulchrally still, no excitement. I sat down again. My friend was by this time dressed; still her daughter and I talked on, Margaret pretending to eat a sandwich. Her hand shook so that the bread kept parting company from the chicken. Then I saw she was frightened, and for the first time I was too, but why get dressed, as no one had given the slightest hint of any possible danger? An officer's cap passed the door. I asked: 'Is there an accident or danger of any kind? 'None, so far as I know', was his courteous answer, spoken quietly and most kindly. This same officer then entered a cabin a little distance down the companionway and, by this time distrustful of everything, I listened intently, and distinctly heard, 'We can keep the water out for a while.' Then, and not until then, did I realize the horror of an accident at sea. Now it was too late to dress; no time for a waist, but a coat and skirt were soon on; slippers were quicker than shoes; the stewardess put on our life-preservers, and we were just ready when Mr Roebling came to tell us he would take us to our friend's mother, who was waiting above ...
No laughing throng, but on either side [of the staircases] stand quietly, bravely, the stewards, all equipped with the white, ghostly life-preservers. Always the thing one tries not to see even crossing a ferry. Now only pale faces, each form strapped about with those white bars. So gruesome a scene. We passed on. The awful good-byes. The quiet look of hope in the brave men's eyes as the wives were put into the lifeboats. Nothing escaped one at this fearful moment. We left from the sun deck, seventy-five feet above the water. Mr Case and Mr Roebling, brave American men, saw us to the lifeboat, made no effort to save themselves, but stepped back on deck. Later they went to an honoured grave.
Our lifeboat, with thirty-six in it, began lowering to the sea. This was done amid the greatest confusion. Rough seamen all giving different orders. No officer aboard. As only one side of the ropes worked, the lifeboat at one time was in such a position that it seemed we must capsize in mid-air. At last the ropes worked together, and we drew nearer and nearer the black, oily water. The first touch of our lifeboat on that black sea came to me as a last good-bye to life, and so we put off - a tiny boat on a great sea - rowed away from what had been a safe home for five days.
The first wish on the part of all was to stay near the Titanic. We all felt so much safer near the ship. Surely such a vessel could not sink. I thought the danger must be exaggerated, and we could all be taken aboard again. But surely the outline of that great, good ship was growing less. The bow of the boat was getting black. Light after light was disappearing, and now those rough seamen put to their oars and we were told to hunt under seats, any place, anywhere, for a lantern, a light of any kind. Every place was empty. There was no water - no stimulant of any kind. Not a biscuit - nothing to keep us alive had we drifted long...
Sitting by me in the lifeboat were a mother and daughter. The mother had left a husband on the Titanic, and the daughter, a father and husband, and while we were near the other boats those two stricken women would call out a name and ask, 'Are you there?' 'No,' would come back the awful answer, but these brave women never lost courage, forgot their own sorrow, telling me to sit close to them to keep warm... The life-preservers helped to keep us warm, but the night was bitter cold, and it grew colder and colder, and just before dawn, the coldest, darkest hour of all, no help seemed possible...
...The stars slowly disappeared, and in their place came the faint pink glow of another day. Then I heard, 'A light, a ship.' I could not, would not, look while there was a bit of doubt, but kept my eyes away. All night long I had heard, 'A light!' Each time it proved to be one of our other lifeboats, someone lighting a piece of paper, anything they could find to burn, and now I could not believe. Someone found a newspaper; it was lighted and held up. Then I looked and saw a ship. A ship bright with lights; strong and steady she waited, and we were to be saved. A straw hat was offered it would burn longer. That same ship that had come to save us might run us down. But no; she is still. The two, the ship and the dawn, came together, a living painting."
References: Elizabeth Shutes' account first appeared in: Gracie, Archibold, The Truth About the Titanic (1913), reprinted in: Foster, John Wilson (editor), The Titanic Reader (1999); Lord, Walter, A Night to Remember (1955); Davie, Michael, Titanic: The Death and Life of a Legend (1986).
The truth about the sinking of the Titanic
Louise Patten, whose grandfather was the only surviving officer on the Titanic, reveals the truth about how it sank.
By Peter Stanford
21 Sep 2010
All families have their secrets, but usually about things that don’t matter to anybody else. Not in the case of Louise Patten, though – or The Lady Patten to give her her full title, the wife of former Tory Education minister, Lord (John) Patten, though her own career as one of the first women board directors of a FTSE 100 company, and as a successful author of financial thrillers, means that she has plenty of achievements in her own right.
As a teenager in the 1960s, Patten was let in on a secret by her beloved grandmother, which, if revealed, she was warned, would result in two things. The first was awful – it would destroy the good name of her dead grandfather, Charles Lightoller, awarded the DSC with Bar in the First World War, and a hero again for his part in the evacuation of Dunkirk in 1940. But the second would change history, overturning the authorised version of one of the world’s greatest disasters, the sinking of the Titanic with the loss of 1517 lives in April 1912.
The tension between these two outcomes goes some way to explaining why, for 40 years, Patten kept quiet, not even, she reveals with a girlish chuckle from underneath the fringe of her striking black bob, telling her husband what she knew. What did he say when she finally did? 'I think it was “Good God”.’ Now, though, 56-year-old Patten has finally decided to come clean with the rest of the world in her latest novel, Good as Gold.
But can there really be anything new to say, almost 100 years on, about the Titanic? 'My grandfather was the Second Officer on the Titanic,’ Patten explains. 'He was in his cabin when it struck the iceberg. Afterwards, he refused a direct order to go in a lifeboat, but by a fluke he was saved.’
Astonishingly, he jumped into the ocean as the boat sank, was being sucked down into the depths - but was then carried back to the surface by the force of an explosion beneath the waves and was rescued by a passing lifeboat.
As the senior surviving officer, he was asked at both official inquiries into the sinking [by the US Senate and the British Board of Trade] whether he had had any conversation after the collision with the Captain or the First Officer, William Murdoch, who had been in charge at the time. In other words, did he know exactly what had happened? And both times he said no. But he was lying.’
What then did he know that he wasn’t telling? 'After the collision,’ Patten goes on, 'my grandfather went down with the Captain and Murdoch to Murdoch’s cabin to get the firearms in case there were riots when loading the lifeboats. That is when they told him what had happened. Instead of steering Titanic safely round to the left of the iceberg, once it had been spotted dead ahead, the steersman, Robert Hitchins, had panicked and turned it the wrong way.’
At first glance it sounds extraordinary that anyone – much less the man put in charge of the wheel on the maiden voyage of what was then the world’s most expensive ocean liner – could have made such a schoolboy error. But, Patten explains, requisitioning knives, napkins and even the breadbasket on the table of the London hotel where we meet for breakfast to give a practical demonstration of what she means, there was a very particular technical reason for this otherwise incredible error.
'Titanic was launched at a time when the world was moving from sailing ships to steam ships. My grandfather, like the other senior officers on Titanic, had started out on sailing ships. And on sailing ships, they steered by what is known as “Tiller Orders” which means that if you want to go one way, you push the tiller the other way. [So if you want to go left, you push right.] It sounds counter-intuitive now, but that is what Tiller Orders were. Whereas with “Rudder Orders’ which is what steam ships used, it is like driving a car. You steer the way you want to go. It gets more confusing because, even though Titanic was a steam ship, at that time on the North Atlantic they were still using Tiller Orders. Therefore Murdoch gave the command in Tiller Orders but Hitchins, in a panic, reverted to the Rudder Orders he had been trained in. They only had four minutes to change course and by the time Murdoch spotted Hitchins’ mistake and then tried to rectify it, it was too late.’
Patten’s grandfather – who later set up his own marine-repair business at Richmond-on-Thames and is commemorated to this day by a blue plaque where the boatyard used to stand – shared with his wife, Sylvia, a second and potentially even more damning secret. If the steersman Hitchins had made a human error, Bruce Ismay, chairman of the White Star Line, owners of the Titanic, and another survivor of the sinking, gave a lethal order.
'Titanic had hit the iceberg at her most vulnerable point,’ explains Patten, 'but she could probably, my grandfather estimated, have gone on floating for a long time. But Ismay went up on the bridge and didn’t want his massive investment to sit in the middle of the Atlantic either sinking slowly, or being tugged in to port. Not great publicity! So he told the Captain to go Slow Ahead. Titanic was meant to be unsinkable.’
Cue more demonstrations with napkins and cutlery. 'Am I boring you?’ she asks, as she arranges them. On the contrary, I am gripped by the feeling of getting inside history and Patten has clearly checked her grandfather’s account lines up with all the other evidence gathered over the decades. 'If Titanic had stood still,’ she demonstrates, 'she would have survived at least until the rescue ship came and no one need have died, but when they drove her 'Slow Ahead’, the pressure of the sea coming through her damaged hull forced the water over the bulkheads and flooded sequentially one watertight compartment after another – and that was why she sank so fast.’
It is an extraordinary claim that, after all the inquiries, films, books and, more recently, pinpointing of the wreck on the bottom of the Atlantic, the unlikely figure of a highly respected but apparently unconnected businesswoman in London rather than some Titanic obsessive holds the key to the mystery of what happened on that fateful night. Why, though, I puzzle, would Patten’s grandfather, who sounds like a thoroughly honest and brave man, have lied and carried on lying? 'Because,’ she explains, 'when he was on the rescue ship, Bruce Ismay pointed out to my grandfather that if he told the truth, the White Star Line would be judged negligent and its limited liability insurance would be invalid. Ismay pretty much said that the whole company would go bust and everyone would lose their jobs. There was a code of honour among men like my grandfather in those days. So he lied to protect others’ jobs.’
But why didn’t her grandmother speak up after her husband’s death in 1952? 'She was worried about showing this heroic figure to be a liar. And my mother, who also knew the secret and was even uncomfortable with Granny having told me, felt even more strongly about it. She hero-worshipped my grandfather.’
So there this secret sat, locked in a family circle from which Patten is now the only survivor. 'I have an older sister but she was away at boarding school most of the time. Because I was ill as a teenager, I spent a lot of more time at home with my grandmother’.
Why speak up now? 'Well everyone else is dead, but’ – she pauses, clearly still in two minds about what she has done – 'I can still hear my mother’s voice saying my grandfather must be remembered as a hero’.
This is the sort of tale that most writers would have tackled years ago, and treated as a non-fiction, best of all a memoir. So why work it in to a novel? 'Because I write thrillers,’ Patten replies crisply, and makes me think what an effective chairman of the board she must be. 'I started planning a thriller about a family with secrets, about a private banking dynasty involved with shipping, and then I suddenly thought I have this massive family secret myself and it is about shipping.’
After all those years of silence, could it really have been that straightforward? 'Well, not really. This sounds mad, I know, but once I started thinking about it, I felt as if I owed it to the world to share the secret. If I died tomorrow and then it would die with me.’
Good as Gold by Louise Patten (Quercus Publishing Plc £20) is available for £18.00 plus £1.25 post and packing from Telegraph Books, please call 0844 871 1515 or go to