The Decks of the Titanic: A Comprehensive Guide to Ship Design & Accommodations

📌 Explore a detailed breakdown of the Titanic’s decks, watertight compartments, and accommodations, extracted from the 1912 Congressional Report on the loss of the Titanic. A must-read for historians, educators, genealogists, and maritime enthusiasts.

Plate 3: Plans for Boat Deck and Promenade Deck. The White Star Triple-Screw Steamers Olympic and Titanic. The Shipbuilder (Midsummer 1911) p. 120-121. GGA Image ID # 10e159037b. Click to View a Larger Image.

A Deep Dive into the Titanic’s Decks & Design 🚢📜

The "Decks of the Titanic - Comprehensive Details" offers an in-depth architectural and structural analysis of the world’s most infamous ocean liner. Extracted from the 1912 Congressional Serial Set on the Loss of the Titanic, this document provides one of the most thorough descriptions available of the ship’s:

✅ Watertight compartments and bulkheads

✅ Deck-by-deck breakdown of accommodations

✅ Safety measures and shipboard communication systems

✅ Passenger access routes to the lifeboats

📌 For teachers, students, genealogists, and historians, this is an exceptional resource, not only for understanding the Titanic’s construction and safety failures but also for examining Edwardian-era maritime design and social class distinctions aboard transatlantic liners.

This is an extract from the Congressional Serial Set of 1912—Loss of the Titanic, which provides the reader with a thorough discussion of the ships' Watertight compartments and a description of each deck, along with accommodations on each deck.

The following table shows the decks to which the bulkheads extended and the number of doors in them:

Table of the Titanic's Watertight Compartments. The Table Shows the Decks to Which the Bulkheads Extended and the Number of Doors in Them, Emphasizing Their Crucial Role in Ensuring Safety. 1 (a). There Was Another Watertight Door at the End of the Watertight Passage through the Bunker Immediately Aft of the D Bulkhead. This Door and the One on the D Bulkhead Formed a Double Protection to the Forward Boiler Room. 1 (b). The Watertight Doors for These Bulkheads Were Not on Them. Still, they Were at the End of a Watertight Passage (About 9 Feet Long), Leading from the Bulkhead through the Bunker into the Compartment. GGA Image ID # 104bedf904

Table of the Content of Each Watertight Compartment on the RMS Titanic. (1) Length of Each Watertight Compartment in Fore and Aft Direction. (2) Not Used Except For Trimming Ship. The Table Shows the Actual Contents of Each Separate Watertight Compartment. The Compartments are shown in the left column, and each compartment's contents are read horizontally. The Contents of Each Watertight Compartment Are Separately Given in the Deck Space. GGA Image ID # 104c0b7869

The vessel was constructed under the survey of the British Board of Trade for a passenger certificate and to comply with American immigration laws.

Steam was supplied from six independent groups of boilers in six separate water-tight compartments. The after-boiler room No. 1 contained five single-ended boilers and four other boiler rooms, Nos. 2, 3, 4, and 5, each contained five double-ended boilers.

The forward boiler room, No. 6, contained four double-ended boilers. The reciprocating engines and most of the auxiliary machinery were in a seventh separate water-tight compartment aft of the boilers; the low-pressure turbine, the main condensers, and the thrust blocks of the reciprocating engine were in an eighth separate water-tight compartment.

The central electrical machinery was in a ninth separate water-tight compartment immediately abaft the turbine engine room. Two emergency steam-driven dynamos were placed on the D deck, 21 feet above the level of the load water line.

These dynamos were arranged to take their supply of steam from any of the three boiler rooms, Nos. 2, 3, and 5, and were intended to be available in the event of the main dynamo room being flooded.

The ship was equipped with the following:

Wireless telegraphy.

Submarine signaling.

Electric lights and power systems.

Telephones were used to communicate between the different working positions on the vessel. In addition to the telephones, the means of communication included engine and docking telegraphs and a duplicate or emergency engine-room telegraph, to be used in the event of any accident to the ordinary telegraph.

There are three electric elevators in the first class for taking passengers up to the A deck, immediately below the boat deck, and one in the second class for taking passengers up to the boat deck.

Four electrically driven boat winches on the boat deck for hauling up the boats.

Life-saving appliances to the requirements of the board of trade, including boats and life belts.

Steam whistles on the two foremost funnels worked on the Willett-Bruce automatic control system.

Navigation appliances include Kelvin's patent sounding machines for finding the depth of water under the ship without stopping, Walker's taffrail log for determining the speed of the vessel, and flash signal lamps fitted above the shelters at each of the navigating bridges for Morse signaling with other ships.

Plate 3(a): Boat Deck Plan. The Shipbuilder (Midsummer 1911) p. 120-121. GGA Image ID # 10e1a447c7. Click to View Larger Image.

The boat deck was an uncovered deck on which the boats were placed. At its lowest point, it was about 92 feet 6 inches above the keel. The overall length of this deck was about 500 feet. The forward end of it was fitted to serve as the vessel's navigating bridge and was 190 feet from the bow.

On the aft end of the bridge was a wheelhouse containing the steering wheel and a steering compass. The chart room was immediately about this.

The navigating room, the captain's quarters, and some officers' quarters were on the starboard side of the wheelhouse and funnel casing.

The remainder of the officers' quarters were on the port side. At the middle line above the forward funnel casing were the wireless telegraphy rooms and the operators' quarters. The top of the officers' house formed a short deck.

This deck was used to connect the Marconi aerials and place two of the collapsible boats.

Aft of the officers' house were:

• The first-class passengers' entrances.
• Stairways.
• Other adjuncts to the passengers' accommodation are below.

These stairways had a minimum effective width of 8 feet.

They had assembling landings at the level of each deck and three elevators communicating from E to A decks, but not to the boat deck, immediately on the fore side of the stairway.

All the boats except two Engelhardt life rafts were carried on this deck. Seven lifeboats were on each side, 30 feet long and 9 feet wide. An emergency cutter, 25 feet long, was on each side at the fore end of the deck.

Abreast of each cutter was an Engelhardt life raft. On each side, one similar raft was carried on the top of the officers' house. There were 14 lifeboats, two cutters, and 4 Engelhardt life rafts.

The forward group of four boats and one Engelhardt raft were placed on each side of the deck alongside the officers' quarters and the first-class entrance. Further aft, at the middle line on this deck, was the unique platform for the standard compass.

At the end of this deck was an entrance house for second-class passengers, with a stairway and elevator leading directly down to F deck. Two vertical iron ladders led to A deck for the crew's use.

Alongside and immediately forward of the second-class entrance was the following group of lifeboats, four on each side of the ship. In addition to the main stairways mentioned, there was a ladder on each side amidships, giving access from the A deck below.

At the forward end of the boat deck, there was on each side a ladder leading up from A deck with a landing, from which direct access to B deck could be obtained.

Between the reciprocating engine casing and the third funnel casing, there was a stewards' stairway, which communicated with all the decks below as far as the E deck. Outside the deck houses, there was promenading space for first-class passengers.

Plate 3(b): First Class Promenade Deck A Plan. The Shipbuilder (Midsummer 1911) p. 120-121. GGA Image ID # 10e1866347. Click to View a Larger Image.

The next deck below the boat deck was A deck. It extended over a length of about 500 feet. On this deck was a long house extending nearly the whole length of the deck. It was of irregular shape, varying in width from 24 feet to 72 feet.

At the forward end, it contained 34 staterooms, and abaft these were a number of public rooms, etc., for first-class passengers, including two first-class entrances and a stairway, a reading room, a lounge, and a smoke room.

Outside the deck house was a promenade for first-class passengers. The forward end of it on both sides of the ship, below the forward group of boats and for a short distance farther aft, was protected against the weather by a 192-foot-long steel screen with large windows.

In addition to the stairway described on the boat deck, there was another first-class entrance near the end of the A deck and immediately forward of the first-class smoke room, giving access as far down as the C deck.

The second-class stairway at the end of this deck (already described under the boat deck) had no exit onto the A deck. The stewards' staircase opened onto this deck.

Plate 4a: Deck Plans for Poop Deck, Bridge Deck B, and Forecastle Deck. The White Star Triple-Screw Steamers Olympic and Titanic. The Shipbuilder (Midsummer 1911) p. 120-121. GGA Image ID # 10e7ecc537. Click to View a Larger Image.

The next lowest deck was the B deck, which constituted the top deck of the strong structure of the vessel, with the decks above and the side plating between them being light plating. This deck extended continuously for 550 feet. There were breaks or wells both forward and aft of it, each about 50 feet long. A poop and forecastle terminated it.

On this deck were placed the principal staterooms of the vessel, 97 in number, with berths for 198 passengers. Aft of these was the first-class stairway and reception room, as well as the restaurant for first-class passengers and its pantry and galley.

Immediately aft of this restaurant were the second-class stairway and smoke room. At the forward end of the deck outside the house was an assembling area, giving access by the ladders previously mentioned, leading directly to the boat deck. From this same space, a ladderway led to the forward third-class promenade on the C deck.

At the end of it were two ladders giving access to the after-third-class promenade on C deck. At the end of this deck, at the middle line, another second-class stairway was placed, which gave access to C, D, E, F, and G decks.

The forecastle deck was situated at the forward end of the vessel, on the level of the 125-foot-long B deck. It contained the gear for working the anchors and cables and for warping (or moving) the ship in dock.

They Are Delivering One of the Fifteen-Ton Anchors for the Titanic. Technical World Magazine (March 1911), P. 81. Gga Image ID # 104fdb85eb

At the after end, on the same level, was the poop deck, about 105 feet long, which carried the after-warping appliances and was a third-class promenading space.

Arranged above the poop was a light docking bridge, with telephone, telegraphs, etc., communicating to the main navigating bridge forward.

Plate 4b: Deck Plans for Shelter Deck C. The White Star Triple-Screw Steamers Olympic and Titanic. The Shipbuilder (Midsummer 1911) p. 120-121. GGA Image ID # 10e8cab74c. Click to View a Larger Image.

The next lowest deck was the C deck. This was the highest deck, which extended continuously from bow to stern. Under the forecastle, the machinery required for working the anchors and cables and for the warping of the ship referred to on B deck above was placed at the forward end of it. There were also the crew's galley and the seamen's and firemen's mess-room accommodation, where their meals were taken.

The entrances to the third-class spaces below were at the end of the forecastle on each side of the ship. On the port side, at the extreme after end and opening onto the deck, was the lamp room.

The break in B deck between the forecastle and the first-class passenger quarters formed a well about 50 feet in length, which enabled the space under it on C deck to be used as a third-class promenade.

This space contained two hatchways: the No. 2 hatch and the bunker hatch. The latter gave access to the space allotted to the first and second-class baggage hold, the mail, specie, and parcel room, and the lower hold, which was used for cargo or coal. Abaft of this well, there was a house 450 feet long and extending for the full breadth of the ship.

It contained 148 first-class staterooms and service rooms of various kinds. At the forward first-class entrance on this deck were the purser's office and the inquiry office, where passengers' telegrams were received for sending by the Marconi apparatus.

Exit doors through the ship's side were fitted abreast of this entrance. Abaft the afterend of this long house was a promenade at the ship's side for second-class passengers, sheltered by bulwarks and bulkheads.

The second-class library stood in the middle of the promenade. The two second-class stairways were at the ends of the library, so access from the promenade was obtained at each end to a second-class main stairway.

There was also access by a door from this space into each alleyway in the first class accommodation on each side of the ship and by two doors at the after end into the after well. This afterwell was about 50 feet long and contained two hatchways called No. 5 and No. 6 hatches.

Abaft this well, under the poop, was the main third-class entrance for the after-end of the vessel leading directly down to G deck, with landings and access at each deck. The effective width of this stairway was 16 feet to the E deck. From E to F, it was 8 feet wide. Aft of this entrance on B deck were the third-class smoke room and the general room.

Between these rooms and the stern were the steam steering gear and the machinery for working the after-capstan gear, which was used for warping the vessel's after-end. The steam steering gear had three cylinders. The engines were duplicated to allow for the breakdown of one set.

Plate 4c: Deck Plans for Saloon Deck D. The White Star Triple-Screw Steamers Olympic and Titanic. The Shipbuilder (Midsummer 1911) p. 120-121. GGA Image ID # 10e8d3c105. Click to View a Larger Image.

The general height from D deck to C deck was 10 feet 6 inches, which was reduced to 9 feet at the forward end and 9 feet 6 inches at the after end. The taper was obtained gradually by increasing the sheer of the D deck. The forward end of this deck provided accommodation for 108 firemen, who were in two separate watches.

There was the necessary lavatory accommodation abaft the firemen's quarters at the sides of the ship. On each side of the middle line immediately abaft the firemen's quarters, there was a vertical spiral staircase leading to the forward end of a tunnel, immediately above the tank top, which extended from the foot of the staircase to the forward stokehole, so that the firemen could pass direct to their work without going through any passenger accommodation or over any passenger decks.

On the D deck, aft of this staircase, was the third-class promenade space covered by the C deck. From this promenade space, there were four separate ladderways with two ladders, each 4 feet wide.

One ladderway on each side forward led to the C deck, and one, the starboard, led to the E deck. The double ladder continued to the F deck and then to the G deck as a single ladder.

The two ladderways at the end led to the E deck on both sides and the F deck on the port side. Abaft this promenade space came a block of 50 first-class staterooms. This surrounded the forward funnel.

The main first-class reception room and dining saloon were aft of these rooms and surrounded the No. 2 funnel. The reception room and staircase occupied 83 feet of the ship's length.

The dining saloon occupied 112 feet and was between the second and third funnels. Abaft this came to the first-class pantry, which occupied 56 feet of the ship's length. The reciprocating engine hatch came up through this pantry.

Aft of the first-class pantry, the galley, which provides for first and second-class passengers, occupied 45 feet of the ship's length. Aft of this were the turbine engine hatch and the emergency dynamos. Abaft of and on the port side of this hatch were the second-class pantry and other spaces used for the passengers' saloon service.

On the starboard side, abreast of these were a series of rooms used by hospitals and their attendants.

These spaces occupied about 54 feet in length. Aft of these was the second-class saloon occupying 70 feet of the size. In the next 88 feet of length, there were 38 second-class rooms and the necessary baths and lavatories.

From here to the stern, accommodation was provided for third-class passengers, and the main third-class lavatories were used by passengers at the end of the ship.

The water-tight bulkheads come up to this deck throughout the length from the stern as far forward as the bulkhead, dividing the after-boiler room from the reciprocating engine room. The water-tight bulkhead of the two compartments abaft the stem was carried up to this deck.

Plate 4d: Deck Plans for Upper Deck E. The White Star Triple-Screw Steamers Olympic and Titanic. The Shipbuilder (Midsummer 1911) p. 120-121. GGA Image ID # 10e941bfce. Click to View a Larger Image.

Other than those mentioned as extending to the D deck, the watertight bulkheads stopped at this deck. At the forward end, accommodation was provided for three watches of trimmers in three separate compartments, each holding 24 trimmers.

Abaft this, on the port side, was accommodation for 44 seamen. Aft of this, and also on the starboard side, were the lavatories for crew and third-class passengers; further aft again came the forward third-class lavatories.

Immediately aft was a passageway across the ship communicating directly with the ladderways leading to the decks above and below and gangway doors on the ship's side. This passage was 9 feet wide at the sides and 15 feet at the ship's center.

From the after end of this cross passage, main alleyways on each side of the ship ran right through to the after end of the vessel. That on the port side was about 8 ½ feet wide. It was the general communication passage for the crew and third-class passengers and was known as the working passage.

In this passage, at the center line in the middle of the shin length, a 20-foot-wide ladderway provided direct access to the third-class dining rooms on the deck below. The accommodations for the petty officers, most stewards, and the engineers' mess room were between the working passage and the ship's side.

This accommodation extended for 475 feet. From this passage, access was obtained to both engine rooms and the engineers' accommodation, some third-class lavatories, and some third-class accommodation at the end. There was another cross passage at the end of this accommodation about 9 feet wide, terminating in gangway doors on each side of the ship.

The port side was for third-class passengers, and the starboard side was for second-class passengers. A door divided the parts but could be opened for any useful purpose or in an emergency. The second-class stairway leading to the boat deck was in the cross passageway.

The passage on the starboard side ran through the first. Then, the second-class accommodation and the forward main first-class stairway and elevators extended to this deck, while the second-class main stairways were also in communication with this starboard passage.

Four first-class, eight first or second alternatively, and 19 second-class rooms led off this starboard passage. The remainder of the deck was appropriated to third-class accommodation. This contained the bulk of the third-class accommodation. At the forward end of it was the accommodation for 53 firemen, constituting the third watch.

Aft of this, in three watertight compartments, was third-class accommodation extending to 147 feet. In the next watertight compartment were the swimming bath and linen rooms.

The next two watertight compartments contained stewards' accommodation on the port side and the Turkish baths on the starboard side. Each compartment contained a third-class dining room.

The watertight compartment was filled with the third-class stewards' accommodation, together with the third-class galley and pantries. The engineers' accommodation was in the next compartment, directly alongside the casing of the reciprocating engine room. The next three compartments were allotted to 64 second-class staterooms, which communicated directly with the second-class main stairways.

The after compartments contained third-class accommodation. All spaces on this deck had direct ladderway communication with the deck above so that if it became necessary to close the watertight doors in the bulkheads, an escape was always available. On this deck, in the way of the boiler rooms, were placed the electrically driven fans, which provided ventilation to the stoke holes.

The forward end of this deck accommodated 15 leading firemen and 30 greasers. The next watertight compartment contained third-class accommodation in 26 rooms for 106 people.

The next watertight compartment contained the first-class baggage room, the post office accommodation, a racquet court, and seven third-classrooms for 34 passengers. From this point to the end of the boiler room, the space was used for the between-deck bunkers.

Alongside the reciprocating engine room were the engineers' stores and workshops. Abreast of the turbine engine room were some of the ship's stores. In the next watertight compartment near the stern of the vessel, the turbine room was the main body of the stores.

The following two compartments were appropriated to 186 third-class passengers in 60 rooms; this deck was the lowest on which any passengers or crew were carried.

Below G deck were two partial decks, the orlop and lower orlop decks, the latter extending only through the fore peak and No. 1 hold; on the former deck, abaft the turbine engine room, were some storerooms containing stores for the ship's use.

Below these decks again came the inner bottom, extending fore-and-aft through about nine-tenths of the vessel's length. The boilers, main and auxiliary machinery, and the electric light machines were placed on this. In the remaining spaces below the G deck were cargo holds or 'tween decks, seven in all, six forward and one aft.

The firemen's passage, which gave direct access from their accommodation to the forward boiler room by stairs at the forward end, contained the various pipes and valves connected with the pumping arrangements at the forward end of the ship, as well as the steam pipes conveying steam to the windlass gear forward and exhaust steam pipes leading from winches and other deck machinery.

It was thoroughly watertight throughout its length and closed at its end by a watertight vertical sliding door of the same character as the other doors on the inner bottom.

Special arrangements were made for pumping this space out if necessary. The pipes were placed in this tunnel to protect them from possible damage by coal or cargo and to facilitate access to them.

Accommodation was provided on the decks generally, in the manner above described, for a maximum of 1,034 first-class passengers, 510 second-class passengers, and 1,022 third-class passengers. Some of the accommodation was alternative and could be used for either of two classes of passengers.

The higher alternative class has been reckoned in the statement of figures. This makes a total accommodation for 2,506 passengers. Accommodation was provided for the crew as follows: About 75 of the deck department, including officers and doctors, 320 of the engine room department, including engineers, and 544 of the victualing department, including pursers and leading stewards.

Access of passengers to the boat deck

The following routes led directly from the various parts of the first-class passenger accommodation to the boat deck: From the forward ends of A, B, C, D, and E decks by the staircase in the forward first-class entrance direct to the boat deck.

The elevators led from the same decks to A deck, where further access was obtained by going up the top flight of the main staircase. The same route was available for first-class passengers forward of midships on B, C, and E decks.

First-class passengers abaft midships on B and C decks could use the staircase in the after-main entrance to A deck, pass out onto the deck, and ascend to the boat deck by the midship stairs beside the house.

They could also use the stewards' staircase between the reciprocating engine casing and Nos. 1 and 2 boiler casing, which led directly to the boat deck. This last route was also available for passengers on the E deck in the same divisions, who could use the forward first-class main stairway and elevators.

Second-class passengers on the D deck could use their own after-stairway to the B deck and then pass up their forward stairway to the boat deck, or else they could cross their saloon and use the same stairway throughout.

Of the second-class passengers on E deck, those abreast of the reciprocating-engine casing, unless the water-tight door immediately abaft of them was closed, went aft and joined the other second-class passengers.

However, if the water-tight door at the end of their compartment was closed, they passed through an emergency door into the engine room and directly up to the boat deck by the ladders and gratings in the engine room casing.

Second-class passengers on the E deck in the compartment abreast of the turbine casing on the starboard side and those on the F deck on both sides below could pass through the M water-tight bulkhead to the forward second-class main stairway.

If this door were closed, they could pass by the stairway up to the serving space at the forward end of the second-class saloon, go into the saloon, and thence up the forward second-class stairway.

Passengers between M and N bulkheads on both E and F decks could pass directly up the forward second-class stairway to the boat deck.

Passengers between N and O bulkheads on D, E, F, and G decks could pass by the after-second-class stairway to B deck, cross to the forward second-class stairway, and go up to the boat deck.

Third-class passengers at the fore end of the vessel could pass by the staircases to C deck in the forward well and by ladders on the port and starboard sides at the forward end of the deck houses, thence direct to the boat deck outside the officers' accommodation.

They might also pass along the working passage on E deck and through the emergency door to the forward first-class main stairway or through the door on the same deck at the forward end of the first-class alleyway and up the first-class stairway directly to the boat deck.

At the end of the ship, the third-class passengers passed up their stairway to the E deck, into the working passage, through the emergency doors to the two second-class stairways, and so to the boat deck, like second-class passengers.

Alternatively, they could continue up their own stairs and entrance to C deck, thence by the two ladders at the after end of the bridge onto the B deck and thence by the forward second-class stairway direct to the boat deck.

Crew

From each boiler room, an escape or emergency ladder was provided directly to the boat deck by the fiddleys in the boiler casings, also into the working passage on the E deck, and thence by the stair immediately forward of the reciprocating-engine casing, direct to the boat deck.

Ladders and gratings gave direct access to the boat deck from both the engine rooms.

From the electric engine room, the after tunnels, and the forward pipe tunnels, escapes were provided directly to the working passage on the E deck and thence by one of the several routes already detailed from that space.

From the crew's quarters, they could ascend the staircases into the forward well and thence, like the third-class passengers, to the boat deck.

The stewards' accommodation is all connected to the working passage or the forward main first-class stairway, so they could use one of the routes from there.

The engineers' accommodation also communicated with the working passage, but as they could be shut between two watertight bulkheads, they had a direct route by the gratings in the engine room casing to the boat deck.

Alleyways and stairways on all the principal accommodation decks provided ready access to the boat deck. Clear deck spaces blocked all first, second, and third-class main entrances and stairways on the boat deck and all decks below.

Bibliography

Extract from the Congressional Serial Set of 1912 - Loss of the Titanic that provides the reader with a thorough discussion of the ships' Water-Tight compartments and description of each deck along with accommodations on each deck.

"Annex to the Report: I) Description of the Ship: Water-Tight Compartments," and "Decks and Accommodation," in Loss of the Steamship Titanic: Report on a Formal Investigation into the Circumstances Attending the Foundering on April 15, 1912 of the British Steamship Titanic, of Liverpool, after Striking Ice in or near Latitude 41° 46' N., Longitude K 50° 14' W., North Atlantic Ocean, Whereby Loss of Life Ensured, p. 13-23.

⚙️ Watertight Compartments: Engineering vs. Reality

A key takeaway from this report is the engineering paradox of Titanic’s “unsinkable” design.

💡 Key Facts:

🔹 Titanic had sixteen watertight compartments, each with doors designed to seal off flooding.

🔹 The bulkheads did not extend high enough to prevent water from spilling over into adjacent compartments—a flaw that proved catastrophic.

🔹 The ship sank within 2 hours and 40 minutes, proving that her safety measures were inadequate for a collision of this magnitude.

📜 Most Interesting Image:

🔹 Table of Titanic’s Watertight Compartments – A detailed breakdown of how bulkheads were designed and their limitations in preventing sinking.

💡 Why It Matters:

This is crucial for maritime historians and engineers, as it illustrates why Titanic was doomed despite its state-of-the-art construction.

🚢 A Deck-by-Deck Look at Titanic’s Grand Design

This document painstakingly maps out every deck, giving a meticulous overview of accommodations, public spaces, and operational areas.

🔹 Boat Deck – Home to lifeboats, the captain’s quarters, the Marconi wireless room, and first-class entrances.

🔹 A Deck (Promenade Deck) – Included luxurious first-class staterooms, lounges, and the reading room.

🔹 B Deck – Contained the finest first-class suites, complete with private promenades.

🔹 C Deck (Shelter Deck) – The highest fully enclosed deck, housing crew spaces, third-class promenades, and second-class library.

🔹 D Deck (Saloon Deck) – Featured Titanic’s first-class dining saloon, second-class dining saloon, and reception areas.

🔹 E Deck (Upper Deck) – Mostly crew and third-class accommodations, including working alleyways used for ship operations.

🔹 F Deck – Housed Turkish baths, third-class dining rooms, and crew quarters.

🔹 G Deck – The lowest deck carrying passengers, including storage, cargo, post office, and racquet court.

📜 Most Interesting Image:

🔹 Plate 3: Boat Deck & Promenade Deck Plans – Offers a clear visual layout of the uppermost decks, including lifeboat positioning and passenger access routes.

💡 Why It Matters:

📌 This section is critical for researchers studying passenger movement during the sinking, as lifeboat access played a major role in the survival rate.

🆘 Access to Lifeboats: A Disaster in the Making

This document details the various staircases, alleyways, and routes leading to the Boat Deck, where lifeboats were located.

⚠️ Alarming Facts:

First-class passengers had multiple routes to the Boat Deck, via grand staircases and elevators.

Second-class passengers had fewer direct staircases but still had relatively good access.

Third-class passengers faced obstacles, including locked gates and complex routes through multiple decks.

📜 Most Interesting Image:

🔹 Plate 4c: Deck Plans for Saloon Deck D – Shows how Titanic’s layout impacted evacuation efforts, particularly for third-class passengers.

💡 Why It Matters:

Survival rates were heavily affected by deck placement and accessibility.

📌 This section explains why 62% of first-class passengers survived, compared to only 25% of third-class passengers.

📷 Noteworthy Images & Their Significance

📜 Table of Titanic’s Watertight Compartments

Highlights the engineering oversight that led to the ship’s sinking.

📜 Plate 3: Boat Deck Plan

Demonstrates how lifeboats were arranged, showing limited space for all passengers.

📜 Delivering One of Titanic’s 15-Ton Anchors

A striking image emphasizing the sheer scale of the ship’s construction.

📜 Plate 4d: Deck Plans for Upper Deck E

Reveals the working passage used by crew and third-class passengers, a vital yet overlooked part of Titanic’s operations.

📜 Plate 4b: Shelter Deck C

Shows the second-class and third-class promenade areas, highlighting the social separation aboard the ship.

📜 Plate 4a: Poop Deck, Bridge Deck, and Forecastle Deck Plans

Maps out the key navigation areas, including where officers attempted to assess the damage after the iceberg collision.

Who Should Explore This Document? 🎯

👨‍🏫 For Teachers & Students:

🔹 An invaluable primary source on Titanic’s construction & disaster.

🔹 A detailed example of early 20th-century maritime engineering & safety standards.

🔹 A case study in class divisions aboard luxury liners.

📜 For Historians:

🔹 A technical breakdown of Titanic’s compartments, decks, and safety features.

🔹 An essential reference for understanding the failure of Titanic’s watertight compartments.

🔹 A crucial piece in maritime history research.

🔍 For Genealogists:

🔹 Provides deck plans showing where different classes were located—helpful for tracing where ancestors may have stayed aboard Titanic.

🔹 Passenger access routes to lifeboats—useful for understanding survival likelihood based on cabin placement.

🚢 For Ocean Travel Enthusiasts:

🔹 A fascinating look at how Titanic’s layout compares to other ocean liners of the era.

🔹 A chance to see the technical marvel that Titanic represented before its tragic end.

Final Thoughts: A Titanic Treasure Trove of Information 🏛️📖

The Decks of the Titanic - Comprehensive Details is one of the most thorough primary sources available for studying the structure, accommodations, and safety design of the Titanic. Through detailed deck plans, watertight compartment breakdowns, and descriptions of passenger spaces, this document provides an unparalleled look at what made Titanic both an engineering marvel and a disaster in the making.

📌 Whether you’re a historian analyzing maritime safety, a genealogist tracing family members on board, or simply fascinated by Titanic’s design, this document is an invaluable resource that brings the past to life.

Would you have explored Titanic’s decks before its fateful voyage? 🚢⚓✨