Sinking of the Titanic significant person Edward Smith
Background
At the time of her entry into service on 2 April 1912, the Titanic was the second of three Olympic-class ocean liners, and was the largest ship in the world. She and the earlier RMS Olympic were almost one and a half times the gross register tonnage of Cunard's RMS Lusitania and RMS Mauretania, the previous record holders, and were nearly 100 feet (30 m) longer. The Titanic could carry 3,547 people in speed and comfort, and was built on an unprecedented scale. Her reciprocating engines were the largest that had ever been built, standing 40 feet (12 m) high and with cylinders 9 feet (2.7 m) in diameter requiring the burning of 600 long tons (610 t) of coal per day.The passenger accommodation, especially the first class section, was said to be "of unrivalled extent and magnificence", indicated by the fares that first class accommodation commanded. The Parlour Suites (the most expensive and most luxurious suites on the ship) with private promenade cost over $4,350 (equivalent to $132,000 today) for a one-way transatlantic passage. Even third class, though considerably less luxurious than second and first classes, was unusually comfortable by contemporary standards and was supplied with plentiful quantities of good food, providing her passengers with better conditions than many of them had experienced at home.
The Titanic's maiden voyage began shortly after noon on 10 April 1912 when she left Southampton on the first leg of her journey to New York. An accident was narrowly averted only a few minutes later, as the Titanic passed the moored liners SS City of New York of the American Line and Oceanic of the White Star Line, the latter of which would have been her running mate on the service from Southampton. Her huge displacement caused both of the smaller ships to be lifted by a bulge of water and then dropped into a trough. New York's mooring cables could not take the sudden strain and snapped, swinging her around stern-first towards the Titanic. A nearby tugboat, Vulcan, came to the rescue by taking New York under tow, and Titanic's captain ordered her engines to be put "full astern". The two ships avoided a collision by a distance of about 4 feet (1.2 m). The incident, as well as a subsequent stop to offload a few stragglers by tug, delayed the Titanic's departure by at most three-quarters of an hour, while the drifting New York was brought under control.A few hours later, the Titanic called at Cherbourg Harbour in north-western France, a journey of 80 nautical miles (148 km; 92 mi), where she took on passengers. Her next port of call was Queenstown (now Cobh) in Ireland, which she reached around midday on 11 April. She left in the afternoon after taking on more passengers and stores.By the time the Titanic departed westwards across the Atlantic she was carrying 892 crew members and 1,320 passengers. This was only about half of her full passenger capacity of 2,435, as it was the low season and shipping from the UK had been disrupted by a coal miners' strike. Her passengers were a cross-section of Edwardian society, from millionaires such as John Jacob Astor and Benjamin Guggenheim, to poor emigrants from countries as disparate as Armenia, Ireland, Italy, Sweden, Syria and Russia seeking a new life in the United States.
The ship was commanded by 62-year-old Captain Edward Smith, the most senior of the White Star Line's captains. He had four decades of seafaring experience and had served as captain of RMS Olympic, from which he was transferred to command the Titanic. The vast majority of the crew who served under him were not trained sailors, but were either engineers, firemen, or stokers, responsible for looking after the engines; or stewards and galley staff, responsible for the passengers. The six watch officers and 39 able seamen constituted only around five percent of the crew, and most of these had been taken on at Southampton so had not had time to familiarise themselves with the ship.The ice conditions were attributed to a mild winter that caused large numbers of icebergs to shift off the west coast of Greenland.A fire had begun in one of the Titanic's coal bins approximately 10 days prior to the ship's departure, and continued to burn for several days into the voyage, but it was over on 14 April.  The weather improved significantly during the course of the day, from brisk winds and moderate seas in the morning to a crystal-clear calm by evening, as the ship's path took her beneath an arctic high-pressure system.14 April 1912
Iceberg warnings
On 14 April 1912, Titanic's radio operators received six messages from other ships warning of drifting ice, which passengers on Titanic had begun to notice during the afternoon.  The ice conditions in the North Atlantic were the worst for any April in the previous 50 years (which was the reason why the lookouts were unaware that they were about to steam into a line of drifting ice several miles wide and many miles long).  Not all of these messages were relayed by the radio operators.  At the time, all wireless operators on ocean liners were employees of the Marconi's Wireless Telegraph Company and not members of their ship's crew; their primary responsibility was to send messages for the passengers, with weather reports as a secondary concern.
The first warning came at 09:00 from RMS Caronia reporting "bergs, growlers and field ice".  Captain Smith acknowledged receipt of the message.  At 13:42, RMS Baltic relayed a report from the Greek ship Athenia that she had been "passing icebergs and large quantities of field ice".  This too was acknowledged by Smith, who showed the report to J. Bruce Ismay, the chairman of the White Star Line, aboard Titanic for her maiden voyage. Smith ordered a new course to be set, to take the ship farther south.At 13:45, the German ship SS Amerika, which was a short distance to the south, reported she had "passed two large icebergs".  This message never reached Captain Smith or the other officers on Titanic's bridge.  The reason is unclear, but it may have been forgotten because the radio operators had to fix faulty equipment.SS Californian reported "three large bergs" at 19:30, and at 21:40, the steamer Mesaba reported: "Saw much heavy pack ice and great number large icebergs. Also field ice." This message, too, never left the Titanic's radio room. The radio operator, Jack Phillips, may have failed to grasp its significance because he was preoccupied with transmitting messages for passengers via the relay station at Cape Race, Newfoundland; the radio set had broken down the day before, resulting in a backlog of messages that the two operators were trying to clear.  A final warning was received at 22:30 from operator Cyril Evans of Californian, which had halted for the night in an ice field some miles away, but Phillips cut it off and signalled back: "Shut up! Shut up! I'm working Cape Race."Although the crew was aware of ice in the vicinity, they did not reduce the ship's speed, and continued to steam at 22 knots (41 km/h; 25 mph), only 2 knots (3.7 km/h; 2.3 mph) short of her maximum speed.  Titanic's high speed in waters where ice had been reported was later criticised as reckless, but it reflected standard maritime practice at the time.  According to Fifth Officer Harold Lowe, the custom was "to go ahead and depend upon the lookouts in the crow's nest and the watch on the bridge to pick up the ice in time to avoid hitting it".The North Atlantic liners prioritised time-keeping above all other considerations, sticking rigidly to a schedule that would guarantee their arrival at an advertised time.  They were frequently driven at close to their full speed, treating hazard warnings as advisories rather than calls to action.  It was widely believed that ice posed little risk; close calls were not uncommon, and even head-on collisions had not been disastrous.  In 1907, SS Kronprinz Wilhelm, a German liner, had rammed an iceberg and suffered a crushed bow, but was still able to complete her voyage.  That same year, Titanic's future captain, Edward Smith, declared in an interview that he could not "imagine any condition which would cause a ship to founder. Modern shipbuilding has gone beyond that."