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Sideswipe or Grounding?

Sideswipe or Grounding?. Titanic's Impact With the Ice and Its Immediate Aftermath PART 2 OF 2 by Samuel Halpern. Revised, Wednesday, 22 August 2007. Possible Underwater Contact Sequence As Seen At Various Cross-Sections. Contact Scenario A Possible Contact Sequence. QM Robert Hichens

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Sideswipe or Grounding?

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  1. Sideswipe or Grounding? Titanic's Impact With the Ice and Its Immediate Aftermath PART 2 OF 2 by Samuel Halpern Revised, Wednesday, 22 August 2007

  2. Possible Underwater Contact SequenceAs Seen At Various Cross-Sections

  3. Contact ScenarioA Possible Contact Sequence

  4. QM Robert Hichens "The ship had a list of 5' to the starboard...roughly, about 5 minutes; about 5 to 10 minutes [after the impact]." Passenger Major Peuchen "She listed to the starboard side; the side she was struck on." Passenger A. H. Barkworth "Walking out on deck, through the smoking rooms' veranda, deck A, the first person I saw was Mr. T. Stead and I asked him what he had seen. He said 'an iceberg had ground against the starboard side.' I went forward and noticed the forecastle filled with pieces of ice which had fallen from the friction of the ship against the iceberg. The forecastle made a heavy list to the starboard." Passenger Norman Chambers "I returned below, where I was joined by my wife, and we came up again to investigate, still finding nothing. However, there was then a noticeable list to starboard, with probably a few degrees of pitch." A Few Observations Concerning the Initial List to Starboard

  5. Flooding in the Forward Compartments And the Initial List to Starboard There was flooding in the peak tank, Holds one, two, and three, boiler room No. 6, the starboard bunker in stokehold 9, and the firemen's tunnel observed within the first 10-15 minutes of the collision.

  6. Calculating the Initial List to Starboard • Calculating the initial list requires estimating the heeling moments caused by asymmetrical flooding in the forward compartments. • The firemen's tunnel acted as a longitudinal bulkhead during the first few minutes following the collision. • Heeling moments of 1529 ft-tons for Hold 2, 5277 ft-tons for Hold 3, 1120 ft-tons for the bunker in BR 5 were derived. • Using a displacement of 52,500 tons and a metacenter height of 1.8 ft for 10 minutes after collision,* an initial list of 4.8° to starboard is obtained. • An additive 3492 ft-ton heeling moment for the free surface wedge of water in BR 6 was also derived. • This added moment would tend to increase the list by 2° but would be offset by water spilling over the top of the firemen's tunnel in Holds 2 and 3. * Hackett and Bedford Condition C1.

  7. Down by the HeadWilding's Condition B Ship down by the head 3.15° with pivot point 573' aft of bow.

  8. Working the AnglesBow View

  9. Working the AnglesStern View

  10. Observation Timeline and Implication on Trim Angles - 1 of 3

  11. Observation Timeline and Implication on Trim Angles - 2 of 3

  12. Observation Timeline and Implication on Trim Angles - 3 of 3

  13. Angles of Trim Vs. Time

  14. Angles of Trim Animation Reference: "Angles of Trim and Heel" by this author in THS Commutator No. 174. REVISED 01/10/2007

  15. SUMMARY AND CONCLUSIONS • Ice in the well deck is a consequence of an impact strike just ahead of the foremast as reported by Fleet and Lee • The most probable contact appears to be an allision along the bilge area on the starboard side producing both a heave component as well as as a sway component to the impact forces. • A possible underwater contact sequence was presented • Estimates for the maximum force of contact and the resulting impact to the ship's dynamics were presented • An initial list to starboard of 5° caused by asymmetrical flooding in the forward compartments agrees well with the observation of QM Hichens • Changes in observed angle of trim over time were presented and compared to the work of Bedford and Hackett.

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