Mechanical Engineering Department Virginia Tech October 28, 2009 To: From: Michael Alley Kris JohnsonKTJ

Subject: Progress of My Research on the Evacuation of the R.M.S. Titanic 1. Introduction This memo responds to your request on the progress of my research project for ME 4984. For my research project I am examining the evacuation of passengers from the R.M.S. Titanic on April 14-15, 1912, after it struck an iceberg. The purpose of this assessment is to provide guidance for the improvement of evacuation methods for large passenger ships. As presented in my proposal of October 14, 2009, I identified two principal objectives for the research: (1) assess the evacuation equipment that was available when the ship struck the iceberg, and (2) assess the evacuation procedures during the three hours that it took the Titanic to sink. This memo will first present the research that I have completed so far, including preliminary results. Then this memo will discuss the remaining research and suggest modifications to that research based on information uncovered so far. Finally, the memo will discuss my progress on meeting the original deadlines for the project. 2. Completed Research My research reveals three main themes related to safe evacuation of passenger ships. These three themes include (1) sufficient and well-placed equipment, (2) efficient procedures, and (3) safe ship design. 2.1 Evacuation Equipment Preliminary research shows that an assessment of the equipment is straightforward. The Titanic did not have nearly enough lifeboats. In fact, it had lifeboats for only about half the 2200 passengers and crewmembers, but this lack of available lifeboats was not unusual for cruise ships at that time (Wade, 1992). Current standards for equipment suggest that this was insufficient. According to the NATO Naval Armaments Group (2006) modern passenger ships are now equipped with one emergency evacuation boat for each 50 passengers (including crew). 2.2 Procedures Of more interest from an engineering perspective is an assessment of the procedure the crew used for loading and filling those boats during the three hours that it took for the Titanic to sink. For instance, the first lifeboat that was lowered into the water was at less than half capacity. That low percentage is interesting since almost two-thirds of the passengers and crew went down with the ship. My research suggests that having proper evacuation equipment is only one aspect of safe procedures. A knowledgeable, well-trained crew that has been drilled in emergency evacuation is crucial (Miller-Hooks & Krauthammer, 2007; Varela & Guedes Soares, 2007). 2.3 Ship Design A significant factor in safe evacuation of large passenger ships is the design of the ship itself. Flame retardant materials, wide corridors and carefully controlled points of ingress and egress throughout the ship are factors that have been found to contribute to efficient evacuation methods (Purser, 1996). While smoke and fire were not factors in the Titanic sinking, studies have suggested that 50 per cent of the passengers who perished were in the lower floors of the ship with no easy access to the deck.

3. Remaining Research I am continuing to pursue additional sources, particularly on the theme of ship design. I have identified three additional sources that I believe will provide additional detail regarding the necessary considerations for current ship design. In particular I plan to explore the types of building standards that currently address the specific requirements of safe evacuation. At this stage I report that I my research (including search, summary and writing) is 80% complete. I remain on schedule to provide the necessary research to support our recommendations for future safe ship design. 4. Conclusion My initial understanding of the themes related to safe evacuation has expanded beyond my original assumption that all that is required is sufficient equipment. This progress report has updated you on the status of my research on the evacuation of the R.M.S. Titanic on the night of its sinking. As stated, I am on schedule and should complete the project by the original deadline. References Deere, S. J., Galea, E. R., & Lawrence, P. J. (2009). A systematic methodology to assess the impact of human factors in ship design. Applied Mathematical Modeling, 33(2), 867-883. doi:10.1016/j.apm.2007.12.014 Miller-Hooks, E & Krauthammer, T. (2007). An intelligent evacuation, rescue and recovery concept. Fire Technology, 43(2), 107-122. NATO Naval Armaments Group. (2006). Chapter VII: Escape evacuation and rescue. Allied Naval Engineering Publication--ANEP-77, Naval Ship Code, Maritime Capability Group. Purser, D. A. (1996). Toxicity assessment of combustion products. In P. J. Dilenno, C. I. Beyer, R. L. P. Custer, D. Walton, J. M. W. Watts, D. Drysdale & J. R. Hall (Eds.), The SFPE, Handbook of Fire Protection Engineering (2nd ed., pp. 2-85-2-146). Quincy, MA: National Fire Protection Association. Sding, H. (2002). Flow computations for ship safety problems. Ocean Engineering, 29(7), 721. Vanem, E., & Skjong, R. (2006). Designing for safety in passenger ships utilizing advanced evacuation analysesA risk based approach. Safety Science, 44(2), 111-135. doi:10.1016/j.ssci.2005.06.007 Varela, J. M., & Guedes Soares, C. (2007). A virtual environment for decision support in ship damage control. IEEE Computer Graphics & Applications, 27(4), 58-69. Wade, W. C. (1992). Titanic: End of the dream. New York: Penguin.