WHITE STAR'S BIG SHIP: S.S. CYMRIC

 

Regular, reliable, and noted for keeping clear of 'incidents,' she was one of those ships that never drew much attention historically, but she was a very great ship in her day and must have been a splendid investment for her owners. 

J.H. Isherwood, Sea Breezes, May 1970.

For the White Star Line had something else on their mind-- the order for the Cymric. With this ship the whole policy of the line on the North Atlantic changed. Speed was abandoned.  The managers instead decided to build a cargo ship of what was then a huge size-- 13,000 tons-- but to put accommodation in her for about 250 passengers where the accent would be leisurely, roomy comfort. The machinery was to be capable of no more than 14½ knots… here was a ship which was oh-so slow but which carried a huge payload. It worked-- and it was a the blueprint for the entire fleet of the future. 

White Star, Roy Anderson. 

It would not be too much to assert  that White Star and Harland & Wolff conceived and constructed the prototypes of the modern ocean going passenger/and cargo-passenger liner in the last quarter of the 19th century as best represented by Oceanic of 1871 and Cymric of 1898, the latter one of the original Harland & Wolff "Big Ships" that rank as among the most successful and innovative of all Belfast-built vessels.  

Quite forgotten today yet at completion, Cymric was not only briefly the fourth largest ship in the world and the biggest cargo ship but, more enduringly in concept, the first British intermediate Atlantic liner whose success directly led to The Big Four (Celtic, Cedric, Baltic and Adriatic), Lapland, Nieuw Amsterdam, etc.  She was the largest and last of White Star's "cattle boats," and the only one to combine saloon, steerage and steers, as  the most versatile and profitable unit in the fleet, a true "maid of all work."

Cymric's success has perversely guaranteed her anonymity amid the limitless fixation over less fortunate White Star vessels.  What has been aptly called  "a splendid looking ship,"  Cymric earns her place, in design and in deed, in the pantheon of White Star liners with an 18-year career as varied and valuable  as any in the history of the line.

Offered in her 125th anniversary year,  is the story of a true exemplar of The Ismay Line that was at the dawn of a new century, White Star's "Leviathan" before all others…

s.s. CYMRIC (1898-1916)

R.M.S. Cymric at Boston, by Charles Dixon, RI. Credit: author's collection.

White Star Workhorse: Cymric is swung out into the North River by the tug Lewis Pulver, c. 1903. Credit: Detroit Photographic Co. photograph, U.S. Library of Congress collection. 

Recognising that very considerable numbers of passengers are willing to sacrifice speed to comfort and safety, the managers of the White Star Line determined to make an innovation by building a twin-screw cargo steamer of exceptional size and power, fitted with accommodation for a limited number of saloon and third-class passengers. The new steamer which was called the Cymric, commenced work in the Liverpool and New York trade in 1898. Her tonnage is 13,096 tons gross. Her passenger accommodation in both classes is excellent, and she has proved a very attractive ship.

The History of Steam Navigation, John Kennedy

This latest addition to the White Star fleet makes an important departure in the methods of the Company, following the example of the Wilson, Furness-Leyland Line, and the Boston and Liverpool boats of the Leyland Line, the Cymric is provided with accommodation of a limited number of cabin passengers, the arrangement and appointments being the same as those of the Majestic and Teutonic. 

The Guardian, 8 February 1898.

The twenty-five years prior to the outbreak of The Great War in 1914 transformed the ocean going passenger ship more than any time since the introduction of steam and screw.  Iron to steel, 10-day to six-day crossings,  grand hotel luxury at sea in ships whose individual tonnage exceeded that of entire fleets a generation before.  

The rapid expansion and development of trans-ocean steamships and services, and the enormous profits earned from them, that occurred in the last quarter of the 19th century reflected the true fruits of the Industrial Revolution, particularly in Britain and America. Fully 60 per cent of the United States' overseas trade was with Britain and whilst raw materials and agricultural exports predominated, the balance toward manufactured goods shifted markedly. In 1869, the U.S. imported three times the manufactured products it exported, three decades later it ran an export surplus in those goods.  Even so, as a percentage of exports, manufactured exports accounted for 20 per cent of total worldwide American trade in 1890, rising to 35 per cent in 1913. 

For Britain, the Industrial Revolution made it The Workshop of the World and no more so than in shipbuilding, yet increased its demand for raw materials, dramatically increased the population and emphasised that it could never feed its growing population, importing more and more foodstuffs and exporting more and more of its population.   It was no accident that "The White Star Line" began its Liverpool-New York service in 1870 when the total number of British immigrants to America totalled 103,677 that year alone.  Moreover, almost all of these were economic immigrants and fully 30 per cent would return to Britain depending on employment and the enormous drop in steamship fares only encouraged what was very much a two-way traffic.

The importation of foodstuffs from America and Canada  burgeoned in the late 1870s, especially grain, fruit and beef.  Before the development of successful refrigeration in ships, the live cattle trade, like the emigrant trade, spurred by cheaper and cheaper transportation costs steam-- in locomotive as well as ship, burgeoned. Britain imports of meat exceeded that of grain in value by a third in 1900.

The horrors of the trans-Atlantic cattle trade as pictured in this depiction of a storm in mid-ocean on a cattle steamer en route from Buenos Aires to Liverpool.  These conditions prompted White Star Line to both enter the North Atlantic cattle trade and introduce substantial improvements in the humane and safe transport of livestock.

The live cattle trade was cruel in concept and often brutal in conveyance and rife with abuse. When cattle plague broke out in Britain in 1865, eventually it was mandated that any cattle landed be slaughtered at the port of entry within 10 days of landing.  Liverpool, specifically Birkenhead, became the centre of the cattle trade. When refrigerated or chilled beef was made practical by the 1880s, such was the premium paid for "port slaughtered" meat that the cattle trade remained, in the words of W.H. Bunting (Portrait of a Port, Boston 1852-1914): "a big, brutal and unnecessary business." The horrors wrought by many shippers, of cattle, frightened, seasick and packed like sardines, was reflected in high mortality and increasing public outrage. Samuel Plimsoll, more famous for his loadline marking, published his book Cattle Ships (1890) that was hugely influential in getting improvements although he advocated  the abolishment of the trans-Atlantic cattle trade in its entirety. 

"A better class of steamer good weather, adequate ventilation…" but White Star cattle had it better being carried indoors on the two uppermost hull decks amidships. Credit: Ocean Steamers, 1891.

By the early 1880s, reforms, out of profit if nothing else, had been such that by 1895, death among transported cattle was 0.62 per cent and among sheep, 2.6 per cent. The cattle trade had, by then, revolutionised the North Atlantic liner trade in that its requirements complimented the growing need for cargo and immigrant space and attracted substantial interest from British liner companies, notably Leyland Line from Boston, the major U.S. cattle exporting port, Atlantic Transport Line (American owned but British-flagged) and White Star, which entered the New York cattle trade in 1888.

Cufic of 1888, first of the White Star cattle boats. Credit: National Museums Liverpool.

Like everything Thomas Ismay did, White Star's entry into the cattle trade was not done halfheartedly and indeed sprurred the development of an entirely new and sophisticated class of large cattle carriers by Harland & Wolff for the company as well as for Leyland and Atlantic Transport Line.  The first of these, Cufic (1888/4,639 grt) and Runic (1889/4,833 grt) carried 1,000 cattle each and were the line's first ships with triple-expansion engines… and the last with single screws.  The first really modern livestock carriers were the twin-screw Nomadic and Tauric of 1891 which introduced the trademark "island bridge" that would be a hallmark of Harland & Wolff intermediate cargo and passenger ships for more than a generation and endure through Royal Mail's Amazon trio of 1961.

The successful carriage of livestock (which included not only cattle eastbound, but horses, and westbound valuable breeding stock) depended on the proper ventilation of the animal stalls to remove the methane gas produced from their dung, and all these ships had very powerful electrical extraction fans with the clusters of cowl ventilators over the animal pens that became a hallmark of the type.  The animals had to be carried on the upper two decks to permit adequate fresh air and light.  Like passengers, cattle did not weigh much and a 1,500-lb. steer required about 120 cu. ft. of space. Even with 1,000 head of cattle, there was plenty of room left below decks and in the fore and aft sections of a ship for heavier general cargo, indeed it was a necessity for stability and seakeeping. So, from the onset there were synergies between cattle and cargo carriage especially heavy bulky cargo like grain and lumber.

Hitherto, there had been no effort among the major lines to mix cargo and passengers let alone cattle, if for the simple want of capacity.  Ever since the development of the screw steamer, the beamy paddle steamer hull had given way to the sailing clipper proportions where prevailing naval architecture held that a hull's resistance in a seaway depended on the wetted surface of the midships body. So the ideal was a maximum of waterline length and a minimum of beam.  The first Oceanic of 1870 had a 11:75 length to beam ratio that was not unusual for the period and Teutonic (1889), late in the era of the H&W "long ship," 9:86 and her twin screws had to be staggered, she was so narrow aft.  It made for lovely ships, fine in form and fast in speed that by the time their increasingly big reciprocating engines and battery of boilers were crammed in, left little room for cargo or that increasingly profitable component, steerage passengers or steers. 

In possibly the most remarkable about face in liner design and operation, White Star, after claiming a westbound record in July 1891 of 5 days 18 hours 8 mins at 20.1 knots with Majestic (1890/9,965 grt), never again competed for speed.  Indeed, it would be a number of years before they commissioned another trans-Atlantic passenger liner and, instead, concentrated on the increasingly profitable cattle and cargo trade and with Harland & Wolff move away from the "long ship" to the "big ship" with entirely new hull design with a length to beam ratio of 9:10-20 or… more.  Every foot more beam increased the deadweight capacity and the big broad hulls that were ideal for the capacious quarters that made for contented cattle and accountants. 

Huge but still graceful, the 8,301-grt Cevic of 1894 was the first "big ship" design for White Star's cattle trade.  Credit: Samuel Ward Stanton photograph, Mariners' Museum. 

When Cevic, launched at Belfast on 23 September 1893 entered the Lagan, she measured 514 ft. in length at the waterline with a beam of 60 ft., giving her a 8:56 length to beam ratio that was unprecedented and, as it was, not repeated. At 8,301 grt, her deadweight capacity was an astonishing 9,800 tons and when fully laden, there were few harbours that could even accommodate her loaded draught.  She was the wonder of the world when, on her maiden voyage from New York in February 1894, she took away 14,000 bushels of grain, 9,000 bales of cotton, 3,500 sacks of flour, 400 tons of steel, 300 tons of fresh meat, 8,400 packages of provisions in addition to 896 head of cattle. 

White Star advertisement for their Liverpool-New York weekly cargo and livestock service. Credit: Breeders Gazette, 18 November 1895.

With the operational experience gained from Cevic, Harland & Wolff's chief designer, Alexander Carlisle, settled on a length to beam to ratio of 9 to 1 and some, and introduced what was the largest cargo ship in the world and indeed among the biggest of all merchantmen at the time, the "monster" Georgic of 10,077 grt and a length of 558 ft. and beam of 60.4 ft. giving 9:3.  Launched at Belfast on 22 June 1895, she managed to prove how big she was by running aground in the new channel on departure from the builders.  Although she never lost her tendency to be rather a clumsy ship and bumping into docks, her deadweight capacity of 12,320 tons and as many as 1,200 head of cattle, made her enormously profitable.  She even cut quite an attractive figure with her well-raked funnel and four masts and nicely compact upper works. 

Biggest cargo carrier afloat at her introduction, the 10,077-grt Georgic of 1895. Credit: Cassier's Magazine, August 1897.

On her maiden eastbound crossing, Georgic brought the single largest general cargo yet into the Mersey on 30 September 1895 including 750 cattle, 9,000 sheep, 3,000 quarters beef, 136,000 bushels wheat, 90,000 bushels corn, 550 bales cotton, 2,000 sacks flour, 1,800 bags of oilcake, 1,800 cases, 1,700 boxes bacon, 300 barrels and 300 tons of provisions, 9,000 packages lard, 3,900 barrels resin, 700 barrels glucose, 1,000 cases of canned goods, 300 packages soap, 400 barrels wax, 300 barrels bark extract, 1,000 barrels lubricating oil, 100 tons wood, 3,000 packages acetate of lime, 150 barrels oxide of zinc, and 10,000 packages of cooperage stock.

Now that so much is being said in regard to the importation and exportation of horses to and from this country and America, it is only due to the shipowners engaged in the Liverpool trade to draw attention to the very great variation there is in the accommodation provided on different steamers. In some, the complaints made that disease is likely to be contracts owing to the inadequate air space and too close proximity of the animals to each other is not unwarrantable, but in the majority od our Liverpool liners such a complaint is entirely without foundation.

Take, for instance, any of the fine cargo steamers of the White Star Line, such as the Georgic, Cevic, Bovic, Tauric, Nomadic, and Cufic, and one is astounded as well as gratified by the comfortable and splendidly ventilated stalls which are provided for the live stock-- both cattle and horses. The permanent stalls are situated on the main, or shelter deck, which is ventilated by continously revolving fans, and at the end of each trip the whole place is entirely disinfected. On her present voyage the Georgic is carrying out a number of valuable animals, which are destined for the famous Madison square show at New York.

Liverpool Mercury, 24 April 1896.

The cattle and related cargo trade of White Star flourished and Britain's free trade policies and voracious food imports made shipping an extremely profitable enterprise.  In 1897, 251,000 head of cattle were brought into the Mersey from Canada and the United States, White Star carried one-sixth of the total and lost only 24 head.  

At the turn of the century, White  Star Line was only rivalled in inventiveness and market development by Hamburg-Amerikanische Packetfahrt-Actien-Gesellschaft (HAPAG) or Hamburg-American Line. Like White Star, they were Harland & Wolff clients at a time when German shipbuilding was rapidly developing on its own.  And like White Star, dynamic management under Albert Ballin turned to the H&W "Big Ship" concept and in doing so, took it to the next level, combining huge cargo capacity but instead of carrying cattle (Imperial Germany having much of central Europe as its source of foodstuffs), combined enormous immigrant accommodation for 2,382 in addition to 162 First and 197 Second Class.  As importantly, huge operating economy was achieved by twin-screw quadruple-expansion machinery, the first such in a H&W-built ship, giving a modest 14-knot service speed. 

If rather graceless in appearance, HAPAG's Pennsylvania of 1896 was one of the most important creations of Harland & Wolff in their long history, introducing the concept of the "intermediate" liner on the North Atlantic carrying epic quantities of cargo and a fulsome compliment of immigrants on each voyage. Credit: Wikimedia Commons. 

Christened Pennsylvania upon launching at Belfast on 10 September 1896, the massive 559-ft. by 62-ft. vessel had a 9:01 length to beam ratio and looked it, being one of the most ponderous ships of the era and rather out of character with the H&W "look."  Making her maiden voyage on 30 January 1897, the 12,261-grt Pennsylvania was a true groundbreaker, the first true "intermediate" large cargo-passenger ship and as a true "Big Ship,"  dwarfing HAPAG's existing express liners of 7,000-8,000-grt. On her maiden crossing to Hamburg from New York, she carried more than 18,500 tons of cargo, including 294,069 bushels of grain, equal to  616 freight cars.    Three sister ships followed, all  built in German yards, and conveniently copied from the original H&W design and build. 

Building on the success of Georgic, White Star had, a year after her introduction, begun planning a larger (of course) running mate.  Using Pennsylvania as a template in essential dimensions and machinery, Harland & Wolff  turned their attention to their most favoured client, White Star Line, to create a variant of "The Big Ship" that would, uniquely (and very successfully) manage to cater to the company's cargo and cattle trade and, as events proved, a new concept in passenger trans-Atlantic travel.

Here, it needs to be mentioned at the onset of the story of White Star's Cymric of 1898 that no single vessel of the company has been more poorly served by latter day writers and chroniclers of the line's ships or more misunderstood, to wit: 

• The Cymric was laid down as a larger version of the Georgic but shortly afterwards there came another development. The idea of carrying passengers as well as cattle, although still favoured by some companies, was fast becoming unpopular. As a result, much of the space in the Cymric originally intended for cattle was turned into steerage accommodation, where she could carry no fewer than 1,860.
• However, after she was launched it was decided that she  should carry no cattle and that much of the 'tween deck space be given to steerage class passengers.
• … the carrying of livestock in the ship was abandoned.

Cymric was indeed originally conceived as a larger version of Georgic as a giant carrier of cargo and livestock. On completion and in operation, Cymric was just that.  Not only did she carry cattle in great numbers, averaging 800 head per eastbound crossing, but did so almost her entire life, up to the end of 1911. Indeed, when White Star abandoned the New York cattle trade in 1908, Cymric, then operating on the Boston-Liverpool run, not only continued to carry cattle but she was the last White Star liner to do so.  

Far from the assertion that carrying passengers on cattle boats had fallen out of favour, Cymric was among many ships in the mid 1890s to combine, with great success, not only passenger space with the carriage of livestock but did so with the all-First Class accommodation and, uniquely in her case, also substantial steerage space. As such Cymric actually introduced the concept of the "one-class" (cabin) ship to the North Atlantic years before CGT's Chicago of 1907 is often asserted to have done. 

Starting in 1895, Leyland Line had introduced one-class cabin class passenger accommodation of excellent quality in their Victorian, Armenian and Cestrian, all built by Harland & Wolff, which carried cattle and cargo but no steerage passengers.  Atlantic Transport Line, too, had begun carrying saloon passengers on their cargo and cattle boats on the London to New York run, as early as 1892.  Far from being "out of fashion," taking passage in a fine, big new cattle boat was novel and quite popular:  

The latest development of comfort at sea is typified by such boats as the Minnehaha and Minnetonka of the Atlantic Transport Line, flying the British flag. These carry cattle and a few passengers direct to London from New York. Cattle, from my bucolic point of view, are a distinct addition to the pleasures of the trip, for the flavour of the farm cannot fail to carry with it the gentle recollection of happy childhood: the tumbling over haycocks, the riding of a plough-horse to water in the evening-the hundreds of delights associated with farm-life. The cattle represent health aboard ship, for there is a premium upon every animal safely landed; and, as a matter of fact, the beasts take on flesh during the trip. After several trips on these cattle-boats I have become so enamoured of their company that only a matter of serious import could induce me to go on an ocean greyhound. Another feature is their stability. Not only have these ships a tonnage that is majestic (fourteen thousand tons), but they have bilge-keels as well-that is to say, projections under water that serve to resist the tendency to heel over. The cattle also serve a purpose in this direction that is difficult to overestimate. When the ship is rolled to one side by a sea, every animal instinctively leans in the opposite direction. This shifting of ballast, amounting to hundreds of tons with every movement of the sea, is a steadying force of which the ocean greyhounds know nothing; and those who have not tried a cattleboat can appreciate it but imperfectly.

These boats represent a type that was first popularised by the Cymric of the White Star Line, a freight-boat of huge tonnage, of very moderate speed (eight to ten days at sea), and a relatively small passenger-list. 

Comfort At Sea, Poultney Bigelow, Chambers Magazine,  1903.

This was the last heyday of White Star's unique dual fleet of "long and fast" express passenger liners exemplified by Teutonic (1889) and Majestic and "the big ship" concept then rapidly evolving at Harland & Wolff for cargo and livestock  work. So the new ship was intended to be ultimate expression of the later, and took shape along with a new express liner concept which would emerge as the magnificent Oceanic of 1899 which forsook record breaking speed but was also the last of the H&W "long ships." Both would transform White Star Line and influence their fleet until the end of the company, but one more than the "big ship" cargo-cattle carrier. 

Rumours have been current recently that the White Star line had placed contracts for an unusually large express passenger boat and two freight boats but no official information to that effect has been  received at the office of the company in this city.  

Liverpool Journal of Commerce, 27 August 1896

On 23 September 1896 the Liverpool Journal of Commerce reported that Harland & Wolff had received an "order from Messrs. Ismay, Imrie, and Company to build a passenger steamer for White Star Line, the dimensions of which will  be great that any steamer afloat. They have also given orders for a 560 feet cargo boat."

The new cargo steamer, assigned yard No. 316, was laid down on 9 January 1897 on the old no. 7 slipway (no.3 after rebuilding), at Harland & Wolff's North Yard, and keel for the "monster" express liner laid on the adjacent no. 8 slipway, which was completely rebuilt as no. 2, before her keel was laid on 18 March.  

Wonderful pen and ink drawing of Cymric on the ways at Harland & Wolff's North Yard, just before launching, and Oceanic abuilding on the adjacent slipway. Credit: The Engineer, 22 October 1897.

Cymric ready for launching at Belfast, 12 October 1897. Credit: Robert John Welch photograph, Harland & Wolff Collection, National Museums NI.

On the 12th inst. Messrs. Harland & Wolff made another attempt to break the record for big ships, the vessel in question being the s.s. Cymric, for the well know White Star Line, Liverpool. She is admitted to be the largest cargo ship ever put into the water, and is the thirty-sixth steamer constructed for this line by Messrs. Harland & Wolff.

The Marine Engineer, 1 November 1897

The steamer Cymric, which is about the largest cargo-carrying vessel in the world, has been launched for the White Star Line at Liverpool, Eng. Her gross tonnage is 12.300 tons, her length is 600 feet, breadth 64 feet and depth 42 feet. It is intended that in addition to her large cargo and dead-meat carrying capacity the Cymric shall be fitted to carry 800 head of cattle on the upper and middle decks, with permanent stalls for a large number of horses on the upper deck.

The Breeders Gazette, 10 November 1897.

It was reported in The Liverpool Mercury of 3 September 1897 that the new cargo ship was to be called Cymric and was "nearly ready to be launched." She was sent down the ways on 12 October with the traditional lack of ceremony and modest news coverage even though she ranked as the largest cargo ship in the world and would be the fourth largest merchantman afloat as well. 

Cymric enters the water, 12 October 1897. Just visible is her starboard bilge keel; she was the first White Star liner so fitted. Credit: Robert John Welch photograph, Harland & Wolff Collection, National Museums NI.

Cymric safely afloat and being taken in tow to the fitting out berth. Her immense bulk is apparent as is her amidships superstructure and covered promenade deck. Credit: Robert John Welch photograph, Harland & Wolff Collection, National Museums NI.

It is worth noting that at the time of her launching, Cymric was described in some detail as being a "cargo carrier" and have stalls for 850 head of cattle, etc., with yet no mention of any passenger accommodation. Yet, when launched, her extra superstructure, including a full covered promenade deck, etc., was already erected. 

Her large size will obviate the common objections to cattle and freight boats, and she is intended to afford comfortable passage for travelers not anxious for high speed and a too brief transatlantic voyage.

The Railway Agent and Station Agent

The decision to fit passenger accommodation to Cymric apparently was made some time prior to her launching, but not announced at the time and indeed not until she was completed.  Moreover, whilst it was stated at the time she would have saloon accommodation for approximately 100, the provision for as many as 1,000 steerage passengers given as a possible alternative in lieu of cargo, and, importantly, at no time was passenger carriage stated as being at the exclusion of her originally planned capacity for 850 cattle. With her capacious hull and added superstructure, room was found for two classes of passengers, cattle and cargo, making Cymric a true "maid of all work" and the first British intermediate liner in capability and employment. 

She is the largest cargo-carrying steamer in existence exceeding in size the Georgic, the next largest of the fleet by 2300 tons In addition to her large cargo capacity the Cymric is fitted for the conveyance of live cattle on two decks well clear of the passenger quarters.  In one important feature the Cymric differs from the other cargo steamers of the line. She is provided with accommodation for a limited number of cabin passengers. Hitherto saloon passengers have not been carried by the cargo and cattle steamers of the White Star Line But it has seemed to the managers that in the very large vessels which are gradually superseding the earlier steamers in the trade there is ample space for passengers without interfering with or being interfered with by the accommodation required for cargo and other purposes, And to those passengers who desire not so much the extreme speed of high-powered steamers as comfort and good accommodation the Cymric should prove attractive as a means of making an easy and pleasant trip across the Atlantic.

Liverpool Mercury, 7 February 1898.

Moreover, the addition of passenger space, did not alter the originally proposed machinery and slow speed that, whilst typical of a cattle boat, approximated that of Germanic and Britannic c. 1877. 

In any event, White Star were committing themselves to a rather bold concept with Cymric that prospective passengers would trade off speed for comfort and steadiness, providing them with the same attributes White Star found cattle, too, preferred on an ocean voyage. "Treated like cattle…" indeed! 

As was the custom in those days, fitting out was accomplished in relatively short order, about four months following launching and this doubtless extended a bit to facilitate the fitting out of her modest but quite lavish passenger accommodation. 

On 21 January 1898, Bruce Ismay announced that Cymric would depart Liverpool on 11 February on her maiden voyage to New York.

Mr. T.H. Ismay, who arrived in Belfast the previous day, embarked with the official party for Cymric's trials and delivery voyage on the late morning of 5 February 1898, in the tug Musgrave lent for the purpose by the Belfast Harbour Commissioners. Among those embarking with Mr. Ismay were the Rt. Hon. W.J. Pirrie, JP; Mr. James Ismay, Mr. Sanderson, Mr. Graves, Mr. Horsburgh, Capt. Hewitt, Mr. Wahlers, Mr. Concannon and "several other Liverpool gentlemen."  Cymric raised anchor at noon and steamed out into Belfast Lough, and after adjusting her compasses, proceeded into Irish Sea, Mersey-bound, with an anticipated arrival at Liverpool the following afternoon.  En route, full power trials achieved a top speed of 17 knots. 

The Belfast News-Letter of 7 February 1898 predicting that she would, "no doubt, excite more interest on her arrival at Liverpool than any new steamer has for many years past, owing to her enormous cargo capacity, and also on account on the vessel's being fitted up for cabin and steerage passengers-- a new feature in the intermediate or cargo service of this line."

The Cymric, the last triumph of Belfast marine engineering, arrived at Liverpool on Saturday last from that port, and anchored in a prominent position in the Mersey, opposite the landing stage. Here she was the object of enormous interest and admiration. She tomorrow in the Canada Dock, and takes on board her cargo, sailing for New York on Friday next.

Belfast News-Letter, 8 February 1898.

On arrival at Liverpool for the first time from Belfast, Cymric anchored in the Mersey with the White Star tender Magnetic in attendance. The world's greatest cargo ship had Liverpool as her homeport her entire life.  Credit: National Museums Liverpool. 

This latest addition to the White Star fleet makes an important departure in the methods of the Company, following the example of the Wilson, Furness-Leyland Line, and the Boston and Liverpool boats of the Leyland Line, the Cymric is provided with accommodation of a limited number of cabin passengers, the arrangement and appointments being the same as those of the Majestic and Teutonic. 

The Guardian, 8 February 1898.

This is a sort of thing which Messrs. Harland and Wolff do very well... The large economical liner they have developed to this pitch, however, on an allround remunerative basis, and since the Cymric they have set the fashion and the pace for everybody. 

The Syren & Shipping Illustrated, 2 January 1907.

Cymric represented, with Oceanic (II), a new era for White Star Line, two ships of such size, innovation and distinction as to rekindle much of the wonder associated with the creation of The Ismay Line almost three decades before.  Quite different in profile and purpose, both were conceived out of the same quite radical "comfort over speed" credo that defined White Star ships for the ensuing three and half decades.   As such, they were a bold response to NDL's Kaiser Wilhelm der Grosse and together they ushered in the greatest era of The Atlantic Ferry at the dawn of the New Century and with it, the halcyon years of the Edwardian  Era and  Wilhelmine Period.

It's 17 July 1907 and Cymric is making knots, outbound from Boston, Queenstown and Liverpool-bound. Credit: N.L. Stebbins photograph, Historic New England.com

Alexander Carlisle (1854-1926). Credit: wikimedia commons.

In a 40-year career with Harland & Wolff in which he served as chief draughtsman,  shipyard manager, general manager and finally as chairman of the board of directors, Alexander Carlisle (1854-1926) more than anyone defined the modern Harland & Wolff liner during the c. 1885-1910 period which in many respects represented the heyday of the yard's innovation and output, not just for White Star, Royal Mail, Union Line, Union Castle, Leyland, Atlantic Transport, and foreign flag lines like Holland America and HAPAG.  

Harland & Wolff Heyday: this delightful drawing by R. Quiller Lane, in The Engineer, 7 January 1898, shows the major ships launched or completed by the yard just in 1897: Cymric (bottom left), Rotterdam, Brasilia, Briton, Derbyshire, Augusta Victoria, Gourkha and Winifred.

Individual customers had distinctive and individual ships but with Carlisle's "long ship" design for express liners like Oceanic (II) and Briton and his evolving "big ship" concept that so suited the requirements of Leyland, Atlantic Transport, HAPAG and White Star,  that it instantly became a Harland & Wolff "look" that transcended the  lines which bought it.  These ships and Dominion Line's Canada of 1898  created the whole concept of the "intermediate liner."  And it was Carlisle who was largely responsible.  As one of the earliest examples, Cymric was one of his great achievements and like many notable designs, evolved on the draughting table and specification book even more than most.  

Cymric, long and low in classic H&W profile. Credit: Detroit Photographic Co. photograph, U.S. Library of Congress collection.

Cymric, broad and beamy in the new H&W "Big Ship" look. Credit: afttitanic.free.fr

In general design she is of the Harland and Wolff type and when loaded is really a handsome vessel, getting a gracefulness of appearance from the rake of the big funnel and four pole masts which is notably absent in many recent big freighters.

Marine Engineering, April 1898.

She was a splendid-looking ship with a well-spaced 4-masted profile, nicely sheared hull and the usual Harland & Wolff bow.

J.H. Isherwood, Sea Breezes, May 1970.

In an era of "splendid-looking" ships, Cymric redeemed and refined the esthetic of the "monster" cargo steamer, vastly improving on Pennsylvania (HAPAG,  1896,) whilst the pioneer of the type, managed to look merely big rather than graceful.  With Cymric, Carlisle showed that purpose and profit could be pleasingly packaged and she was a "lovely job" with her perfectly proportioned funnel given extra rake than the four masts, just the right amount of sheer and a nicely proportioned stern.  The characteristic "island" bridge structure, introduced with the first of White Star cargo ships, Nomadic of 1891, was retained and it and the low but substantial enough amidships superstructure was perfect blend of the freighter and passenger liner in appearance that Cymric was in purpose. In profile, she still had the classic "long and low" H&W trademark look but from viewed from ahead or quarter, she displayed the massive, board and beamy qualities of "the big ship."

The classic Stewart Bale photograph of Cymric anchored in the Mersey looking every inch "The Big Ship" she was. Credit: National Museums Liverpool.

The Cymric is a big vessel… she appears a huge ship as she lies at the pier, her decks and superstructure towering high above the main floor of the wharf… from her promenade deck, to look down into her hold as the cargo is going  out or in, is like looking into a crater, so far below in the bottom of the vessel. 

As might be inferred by her great width, the Cymric is a very steady boat; 64 feet of bulk, steadied by bilge keels and a well-stowed cargo, means that it must be a tremendous sea which will cause her to roll more than a few degrees.

The Boston Globe, 24 December 1903.

INCREASE OF LARGE CARGO STEAMERS. 

The launch of the Cymric for the White Star Line gives that company again the possession of the largest cargo-carrying steamer in the world, which it lost for a while after the Pennsylvania was launched at Belfast for the Hamburg-American Company in the autumn of last year. Within the last ten years the largest cargo that could be carried by any steamer across the Atlantic has risen with great strides, from 5000 tons to 20,000 or more, and there is no indication that we have yet seen the limit of tonnage in cargo steamers. 

It is quite  a new departure within recent years to have these great cargo carriers, and the continued production of such immense vessels must have an effect on freights, and on the price of foreign food products in this country, which was altogether undreamed of till within the last decade. In the early days of Transatlantic navigation cargo carrying was out of the question. It was all that the famous paddle strainers of the past could do to carry coals sufficient for their own consumption on the voyage across, and the substitution of fast screw steamers for paddle boats made matters very little better. 

No Atlantic greyhound of the present day could hope to make a living wage for herself from the freight that she carried. The competition between swift steamers on the Atlantic has only made it more plain that these steamers have neither the time nor the space to bestow cargo carrying, They have effected a  complete separation between the swift passenger and the cargo business. But they have called into existance another class of steamer, in the production of which the White Star Line in Britain and the Hamburg- American in Germany have had a leading part, in which the great object has been to carry a very large cargo on a small consumption of coal; and the increase of the live cattle trade has further very much aided in the rapid increase of the tonnage of the largest cargo carriers. 

The rapidty with which the sire of the largest cargo-carrying steamer in the world has increased may be judged from the fact that the Cevic, then the largest cargo boat in the world, was launched by the White Star Line only four years Her length was 500 feet, her breadth 60, and her depth of hold 38 feet, her tonnage being 8315. Wonder was expressed when on one of her first voyages she carried from New York a cargo of something like 15,000 tons, including 140,000 bushels of grain and 9000 bales of cotton, besides 8400 packages of general cargo and 896 live cattle; but in 1895 she quite surpassed by the Georgic, of the same line, which for a time held the record of the world as a cargo-carrying ship. 

But the Germans had now some into the field as the owners of large cargo boats, and last autumn the Pennsylvania, built for the Hamburg-America Line at Belfast, beat the Georgic of the White Star Line in her dimensions, her measurements being 660 feet by 62 beam and 41 depth of bold; and a few days ago the same line launched in Germany a sister ship to the Pennsylvania, the Retour by name, a little larger than the Belfast-built ship. But now the White Star Line has again surpassed everything afloat with the Cymric, of 600 feet by 64 and 42, and there comes a pause till we see what the Hamburg-American or say other rival of the White Star is prepared to do to displace them from the place they hold as the owners of the largest steamers. 

But what has been done already gives quite another aspect both to the second class passenger trade and to the carriage of grain and of live stock. They are not fitted for the highest class of cabin passengers, but for second and third class passengers these largest steamers have room for about 4000 each; while on each voyage they can carry more than the largest cargo boats of ten years ago could take in five voyages, and the conveyance of live stock is altogether safe from the risk of a large death rate by stream of weather. 

The whole character of the carrying trade of the world is thus being swiftly changed by the building of these enormous cargo boats, and while they will make it more than ever difficult for cargo steamers of ordinary dimensions to earn freights that will pay, they ensure us here that the days of high prices for foreign food products are over for ever. 

North British Daily Mail, 14 October 1897

"The Big Ship" in concept, Cymric was just that in actual dimension. With a gross registered tonnage of 12,647 (later raised to 13,096 in 1903 and 13,370 by 1915), 8,508 nett, 23,000 displacement tons, 585 feet 6 inches in length (b.p.) and 600 ft. (overall) and a beam of 65 feet 3 inches beam, she was briefly the fourth largest ship in the world at completion, ranking only behind NDL's Kaiser Wilhelm der Grosse (1898/14,439 grt),  Lucania (1893/12,950 grt) and Campania (1893/12,952 grt) and the largest cargo ship in the world being longer by 26 ft. and greater in tonnage than the 12,261-grt Pennsylvania. She was and remained the largest cattle ship ever built, a full 2,300-grt bigger than Georgic. Yet, such was the breathtaking pace of ocean liner design, construction and methods, that by the time Cymric went on the Boston run in 1903, she ranked merely as the fifth largest White Star liner, behind Baltic, Cedric, Celtic and Oceanic.  Yet, her size, relative or not, was real enough to please the accountants and her passengers in a fashion that possibly surprised even her designers and owners.  

The White Star Line fleet of 1902 with comparisons with the original Oceanic (top) and Britannic. credit: eBay photo

Cymric had three overall decks and long bridge deck and boat deck amidships and the traditional White Star island bridge  with officers' accommodation. The hull was divided by ten watertight bulkheads and a full double-bottom and bilge keels fitted.

At her heart, Cymric was what she was originally intended to be: a giant capacity carrier of cargo (grain, lumber, cotton, provisions, chilled meat eastbound and machine goods, steel, woolens, dry goods, wool westbound), livestock (primarily eastbound) and whilst on the New York run, often heavy even record shipments of "extra" mail  over and above what the White Star express mailboats carried. In all, she could carry as much as 20,000-grt (equal to 675 American-sized freight cars) in cargo in eight holds, four forward of the mast and four aft worked by an impressive array of booms swung on the four masts that came to define the classic Belfast-Built Liner more than other feature. Each hold had a 'tween deck, orlop and lower hold deck and there were five reefer compartments holding 2,200 tons, cooled by a the Hall's patent carbonic anhydride system. Fully laden, Cymric could draw as much as 31 ft. six inches. 

As an example of present conditions I may present the following facts, which I owe to the kindness of my friend Mr. Thomas Ismay of the White Star Line. The Cymric is an excellent example of a modern cargo-steamer. Her measurement capacity is about 19,400 tons, her dead-weight capacity about 12,000 tons, excluding coal. Her cargo space is divided into seven holds, each of which is subdivided into three compartments, namely 'tween decks, orlops, and lower hold. Five of these compartments are fitted as refrigerators, with a total capacity of about 2,200 tons. There are 9 hatchways, 15 derricks, 17 steam winches for cargo purposes, and mast-head "spans." The capability of these appliances is illustrated by the fact that she has commenced discharging a full cargo at 7 a.m. on Monday, completed her loading of cargo and taken on board 1,600 tons of coal, and undocked at noon on the following Friday. Loading and unloading were carried on to a great extent concurrently, about 400 to 450 men were employed, and the average rate of discharge was not less than 300 tons (weight) per hour, the corresponding rate of loading being about 250 tons. All the general cargo, apart from bulk-grain &c., was weighed at landing. When it is remembered that in such a general cargo there may be 30,000 to 40,000 packages to be dealt with, these results are evidence of both excellent mechanical arrangements and perfect organization.

 

Proceedings, Institution of Mechanical Engineers, April 1899

An essential component of the combined cargo-passenger liner was not just the carriage of both but the ability to work large amounts of cargo expeditiously within the shorter turnarounds and fixed schedule of a liner. In this, Cymric excelled for her day and in May 1904 was said to have set a new record for discharge at the rate of 300 tons an hour and for loading, 250 tons per hour. 

Cymric's mixed used also influenced her docking arrangements at Liverpool on arrival from America, usually discharging her passengers in the Mersey on the tender Magnetic off the Landing Stage  before shifting across the river to Birkenhead where she landed her animals at the Woodside Cattle Stage and, finally, being shifted to Canada Dock for the unloading of her cargo and loading and provisioning for her next voyage. 

Impressive view of Cymric's screws and rudder on the ways just before launching. You can almost smell the red lead paint!  Credit: National Museums NI.

She is, of course, twin-screw, and her engines, though the boiler pressure does not exceed that of the company's Delphic, are of the quadruple-expansion type....

The Marine Engineer, 1 November 1897

Carrying cargo, livestock and two classes of passengers, Cymric ticked every box except speed.  That, more than anything else, was Ismay's great gamble when, for the first time, a major North Atlantic line swore off the expensive and fleeting honours of speed on the hunch that many would be travellers, too, were content to appreciate what cattle did on a sea passage: a steady, quiet passage in a ship that, in the words of her first Captain, was "as stable as a church."  If her dimensions were not enough, Cymric was the first White Star liner fitted with bilge keel to reduced rolling. 

As might be inferred by her great width, the Cymric is a very steady boat; 64 feet of bulk, steadied by bilge keels and a well-stowed cargo, means that it must be a tremendous sea which will cause her to roll more than a few degrees.

The Boston Globe, 24 December 1903.

Cymric had eight 28" lifeboats on Boat Deck, six 28" lifeboats arranged as pairs aft and two 24" emergency boats abaft the island bridge, all at radial davits.  Post Titanic, collapsible boats were placed under the main boat deck boats and the second pair aft were double-banked. 

With Cymric, nothing machinery-wise was changed with the decision to add passenger accommodation.  Cymric did claim one engineering distinction, being the first White Star liner with quadruple expansion machinery.  She was, like her cattle carrying fleetmates, twin-screw which became a selling point of White Star, connoting safety and reliability. Her two engines with cylinders of 25½, 36½, 53 and 75½ ins. with a stroke of 54 ins. and steam generated  by two Scotch boilers working at 200 psi under natural draught.  

As described in Marine Engineering, of April 1898: "The boiler installation is extensive, as owing to the number and size of the winches, and other auxiliary machinery, single-ended main boilers are used in port to furnish steam. The engine room extends the width of the ship, and is almost big enough to give a cycle path around the engines. In this there are fitted batteries of pumps, feed heaters, evaporators, besides a large refrigerating plant and on one of the upper gratings the electric lighting sets. A feature noticed in the engine room was the order "Dead Slow" on the ahead side of the telegraphs, and "Close Water-Tight Doors" on the astern side. The only serious defect in the machinery equipment appears to be the lack of an elevator, for it is quite an undertaking to run up and down the ladders from the berth deck to the starting platform."

All of which produced 6,800 shp giving 14.5 knots or, flat out, 7,700 shp and 15 knots. At top speed, she burned 100 tons of coal a day, at 13 knots, 80 tons.  If one declined the relatively brief six days discomfort of an ocean greyhound, Cymric provided 8, 9 or even 10 days from Queenstown to Boston or New York to savour the wisdom of one's choice.  In 1902, Cymric was detailed to fill-in on White Star's Liverpool to New York mailship service for two winter voyages, averaging 10 days, 3 hours and 20 mins. per crossing. Under fair weather conditions, Cymric averaged about 8 days and a few hours between Queenstown and Boston, slightly longer to New York or comparable to crossing times c. 1877 in Germanic or Britannic. 

Cymric post-April 1912 showing collasible boats under her lifeboats on Boat Deck and double-banked boats. Note, too, the "mast colour" band at the base of her superstructure had also been repainted white by this time. 

S.S.  CYMRIC

Rigging Plan

credit: Bob Fivehouse

(LEFT CLICK on image to view full size scan)

S.S.  CYMRIC

First Class Accommodation Plan

credit: Douglas Shirley

Upper Promenade Deck.

Promenade Deck.

Saloon Deck.

Strictly speaking the Cymric is not a freighter, but rather one of the growing type known as intermediate. This, of course, implies the addition of limited passenger accommodation to cargo capacity, and also medium speed. The Cymric carries only one class saloon and the accommodation for 120 passengers. This feature of the vessel is perhaps the most interesting, for otherwise she does not differ materially from many ships the builders have turned out. The spaciousness and convenience of arrangement of the passengers' quarters are exceptional. Accustomed to the accommodations on big liners the experienced sightseer could hardly believe himself on board ship. Each cabin is really a good sized room with two berths, upper and lower, a lounge, separate wash stands and a large clothes press. The passages are exceptionally wide and the toilet arrangements splendidly sanitary. In the matter of decoration, as in fact in all such details throughout the ship, there is a substantial plainness in which comfort and solidity are sought rather than showiness.

Marine Engineering, April 1898

Then she has, for the first time amongst White Star cargo boats, passenger accommodation. There is room for no less than 100 saloon passengers. No other class are carried. The possible hundred will have a very good time. They will be conveyed at a speed equal to, or even exceeding, that of the record breaker of a quarter of a century ago, but they will have luxuries beyond the wildest dreams of the travellers of a much more recent date. The vessel herself exceeds in size not only the White Star Mail boats, but almost everything afloat except the big Cunarders (which she is only a trifling amount behind) and the newest North German boat. Thus, there should be great steadiness at sea, especially as she is fitted with blige keels. The saloon accommodation is modelled on the plan of the Majestic and Teutonic. But there is one difference. Owing to the limited numbers carried and the great beam of the ship, the state-rooms can be made larger, and the conveniences of wardrobes and chests of drawers are afforded. It will be interesting to note how far the facilities provided are appreciated by the public.

The Marine Engineer, 1 March 1898.

The Cymric, like the Pennsylvania of the Hamburg-American Line, is primarily a cargo carrier, but with passenger accommodations as well. Unlike the Pennsylvania, however, but like the boats of the Atlantic Transport Line and the vessels of the new London service of the Wilson's and Furness-Leyland Lines, her accommodations are for saloon passengers only. The saloon is amidship on the upper deck, and provides for 100 passengers, and immediately above this is the superstructure, and on the promenade deck are the staterooms. The fittings are as handsome and the appointments as complete as in the express steamers, including library, smoking room, etc.

The Railway Agent and Station Agent.

The decorations have been carried out in the builder's usual good taste and style, and the state-rooms are fitted with every convenience and comfort for passengers.

Marine Engineer, 1 March 1898.

The old music hall bromide, "the smaller the house, the greater the effort," could have been the credo for Cymric's passenger accommodation and interior decoration.  With Cymric, every effort was made to emulate the quality, fittings and quality of the passenger spaces of Majestic and Teutonic, in scale with the smaller size and capacity of the accommodation. Cymric's public rooms, whilst few in number and not large, were received so positively that they were advertised by White Star themselves to be exactly duplicated for the future Oceanic's Second Class rooms, a ship of far greater size, pretension and importance.  Very few would have imagined they were taking passage in a "cattle boat," and that was precisely the calculated effect that made Cymric the somewhat unlikely success in the saloon passenger trade she always was.

Unique among naval architects of the period, Harland & Wolff's Alexander Carlisle took particular interest in and was responsible for much of the interior fit and decoration of the yard's ships of the period which contributed to a consistency of quality and appointments as well as a "house look" that would be carried forward by Heaton Tabb in the 20th century.

As originally configured, Cymric's 100 (125 maximum) saloon passengers enjoyed exceptional space amid comfortable, pleasant surroundings, precisely the qualities that made her and that whole generation of Leyland and Atlantic Transport cargo-cattle-passenger liners among the most successful and aesthetically pleasing of the late Victorian and Edwardian Age. 

There were decided practical conveniences and comforts as the Boston Globe observed, "The first class apartments are all on the saloon and promenade decks, and well centered amidships, where motion and vibration are least felt. The dining saloon is amidships, just forward of the funnel, in the steadiest part of the vessel." 

Oceanic's Second Class dining saloon... it was the proud boast by White Star that it was a "replica of that of First Class in Cymric," so in absence of a photo of the original, this will have to suffice to give an idea of a most handsome saloon. Note the far side is laid as for meal service whilst the nearest to the camera shows the day and evening lounge set-up with red baize covered tables. Credit: National Museums NI. 

… but there was a real promise of what the ship [Oceanic] will ultimately be like in the second class saloon, which is be exactly a reproduction of the first class saloon of the Cymric.

The Glasgow Herald, 14 January 1899.

The dining saloon, extending the full breadth of her 64-ft. beam, was, as common to the era, the principal public room and meant to be used as a day and evening lounge between meals, the long tables covered with decorative baize when not laid for meals.  This was accessed directly by the main companionway and had a seating capacity of nearly 150 people, at the traditional long tables with upholstered swivel chairs and the deck covered with carpet runners.  Here, it should be noted that upon her maiden arrival at Boston in December 1903, the capacity of the saloon was listed, quite precisely, at 218 seats, so it was obviously expanded at the same her First Class capacity, too, was increased to 258. Almost all crossings offered a single-sitting for all meals.

The panelling of the dining saloon was of teak and satin wood with white upper panels, "neatly picked out in gold, and poker work longitudinal panels have also been neatly worked out round the saloon. The dome is fitted with a very handsome stained-glass skylight, with panels on the sides and the end, representing commerce and other subjects." (Belfast News-Letter, 7 February 1898). The Boston Globe, 24 December 1903, in describing the expanded dining saloon, wrote: "It is a pleasant room, being furnished in light woods, with comfortable chairs and nicely upholstered seats around the sides. By day, it is lighted by square windows on the sides and a large dome in the center, which is beautiful  with stained glass in tasteful designs, and emblematic carving. Access to the dining room is by four entrances, two from the stairway from the promenade deck and two from the staterooms forward. "

Leading up to the Promenade Deck (250 ft.-long), the main staircase was panelled and surmounted by a stained-glass skylight.  Here was originally all of the First Class accommodation as later detailed below, and the purser's office.  

Both these rooms [library and smoking room] are easily reached from the upper promenade deck, which from its lofty position is an admirable place for steamer chairs, and its location is such that it is called 'the sun deck,' so freely does the light have access to it.'

The Boston Globe, 24 December 1903

The main staircase ended at the Upper Promenade or Boat Deck (150 ft.-long) which had both public rooms, the library forward and the smoking room aft in one deckhouse, 100 ft. long, 30 ft. wide and with 8-ft. tall overheads, connected on the starboardside by a passageway with windows out to the deck. This had room for deck chairs and open promenade space.

Accessed directly from the main staircase was the library with sidelights on three sides, and lined in "oak panels, enriched with carving. It is upholstered in blue moquette, and had writing tables, a handsome Chippendale bookcase, and other inlaid furniture."

At ease aboard Cymric, a snapshot taken in the smoking room at sea, April 1904. Credit: eBay auction photo.

First Class smoke room. Credit: Douglas Shirley.

The smoke room, traditionally sited right aft, and panelled in mahogany, was "decorated with French embossed leather, and lighted at the sides with large open square windows, and at the top with a dome of handsome stained glass. The floor of this room, as well as the floors in all the main passages and entrances, have been made with Harland & Gray's patent rubber tiles for the safety of passengers when walking round in bad weather and for reducing the noise." (Belfast News-Letter).  

Cymric's accommodation… known variously as First, Saloon or Cabin (Second) Class… was of sufficient quality and popularity that it was expanded in capacity.  It was, notable, too, in that as she also accommodated, from the onset, steerage or Third Class, Cymric was, in fact, the first liner on the New York run to qualify as a "one-class" or "cabin" steamer having no intermediate second class. And all many years before the supposed innovator of this, Cie. Gle. Transatlantique's Chicago of 1907. One of the reasons Cymric's First Class was in such demand was its price, calculated on her slow speed and the fact she carried cattle, under the ensuing Conference rules, she was cheapest First Class passage out of New York. 

The staterooms are on promenade deck, and are so situated and furnished as to be as convenient as the ordinary bedrooms of a hotel.

 

The Sun, 18 February 1898

As originally built, First Class accommodation limited 32 cabins, all outside, on Promenade Deck, and surrounded by a broad covered promenade deck. These were as large and as fine staterooms as found on any Atlantic liner of the period as described by The Boston Globe: "The staterooms on the promenade deck are in a single row around the side of the deckhouse, 32 in all. They are large and roomy, accommodating three persons each if necessary, while six can accommodate four persons each without undue crowding. All are provided with two washstands, while the lavatories and baths are many and conveniently located. These staterooms are lighted by square windows, are furnished in mahogany and have wardrobes."

In March 1903, the First Class accommodation was expanded along with the dining room by expanding the later fore and aft and adding a considerable block of cabins forward forward on Saloon Deck consisting of 16 outside and 19 inside cabins and and a further block of  10 outside and nine inside cabins amidships on the starboard side.  These were not nearly as large as those on Promenade Deck but like them arranged as an upper/lower and a settee berth if required.   These were described by the Boston Globe:  as "also roomy and are arranged in double tiers, opening from short passages, on each side of the ship forward of the dining saloon and on the starboard side  aft, the port side being devoted to the pantry, kitchen and scullery. They are all furnished in the same style as the rooms on the promenade deck, and have adjacent lavatories and bathrooms."  Her capacity was now 258. 

Owing to the immense size of this Steamer the accommodation for third-class passengers are very superior, including rooms for married people people and families, a large sitting room for the woman and smoking room for the men. Ample table room for meals, which are served by the Company's stewards, who provide and care for the necessary utensils which are furnished free. 

Wilkes-Barre Times Leader, 24 June 1899.

Of all Cymric's capabilities, the most unusual, unique even for a cattle boat, was her accommodation for steerage passengers.  Not only did this not take the place of livestock carriage, but it seems permanent in nature and through her career, she carried Third Class both east and westbound, often in considerable numbers. Her listed capacity was 1,160 berths, but she sometimes carried more and, of course, less.  During the war, her Third Class capacity was reduced to 800 but she often carried far fewer and doubtless passenger space was usurped for cargo carriage. 

This was an era of  gradual improvements in steerage accommodation, away from the large "open berth" dormitories and communal eating facilities to private cabins and  dining saloons with individual seats and basic public rooms.  Cymric, typical of the era and like Oceanic, offered a bit of both with essentially two classes… the improved "Third Class" aft which was sold to single women and families and old-fashioned steerage forward for single men, who constituted the majority of passengers.  She was credited with being the first or one of the first ships to actually have a designated smoking room for Third Class and provision was made to use one of the aft dining saloons as a "sitting room for the woman," outside of meal hours.  

"Single men's quarters" aboard Oceanic: Cymric's accommodation being largely identical. Credit: Historic England.com

Cymric's crew number 110 officers and crew, often augmented by a dozen or young men and college boys who signed on for the eastbound crossing, working their passage as cow "punchers" to look after the cattle and this became somewhat of a tradition among Boston boys where the cattle trade was centered. 

This then, was White Star's Big Ship… great in size, varied in purpose, capacious for cattle and cargo, comfortable for saloon passenger and efficient for the immigrant… that, with the magnificent Oceanic, would be Britain's and White Star's answer to the first round of Anglo-German rivalry on the Atlantic Ferry, introducing a new era for The Ismay Line and Harland & Wolff.  t Cymric, fresh from the Belfast builders, was newly arrived in the Mersey and about to embark on a career as busy and profitable as any White Star liner before or since. 

Showing her perfect proportions, Cymric outbound from New York, c. 1903, and looking utterly splendid indeed.  She is flying her recognition signals and dipping her houseflag so may have been photographed from a passing White Star fleetmate. Credit: Detroit Photographic Co. photograph, U.S. Library of Congress collection.

… it is said that her enormous size and dimensions excited more interest on her arrival in Liverpool on the followed day than any new steamer has done for years past. She is fitted for her both cabin and steerage passengers, a new feature in the intermediate service of this line.

Marine Engineer, 1 March 1898

The immense new freight steamer Cymric of the White Star Line has already been launched, and the travelling public will be glad to know that this steamer will commence her departures from New York on May 17, with sailings to follow on June 21 and July 26. The rates of passage by the Cymric will be as low as $60, first cabin, and staterooms are all outside and on the promenade deck, where the best light and air is to be had.

The Church, March 1898

1898

Cymric anchored in the Mersey on arrival from Belfast with the White Star tender Magnetic in attendance.  The caption references the ship's metamorphsis in the course of her construction into a cargo, livestock and passenger carrier. Credit: The Graphic, 19 February 1898.

Cymric arrived in the Mersey on the 6th, "stately vessel was the object of much interest to crowds on the landing stage and passengers by the ferry steamers." (Merthyr Times, and Dowlais Times, and Aberdare Echo, 11 February 1898. The new "leviathan" attracted considerable attention and wonderment as she loaded her first outbound cargo in Canada Dock, including this wonderful account in the Evening Chronicle: 

The White Star Line has a reputation for doing great things and also for doing them in the quietest possible manner This was well typified in the despatch of the Cymric yesterday afternoon on her maiden voyage across the Atlantic The Cymric is the largest cargo-carrying vessel afloat on all the great waters of the world.  She is a leviathan in size and yet a dove in the gracefulness of her outlines.

'Her capacity is somewhat appalling if worked out arithmetically,' said a calculating stranger who was standing on Canada Quay 'as applied, say to small articles of daily use in the civilised world. Thus for instance she could carry sufficient umbrellas walking-sticks hair brushes and other appliances for all the children of Adam now on the face of the earth and yet not exhaust net cargo.'

That seems an odd way of putting it. But it is true nevertheless remarked this theorising spectator and more than that when the ship had presented all the men women and children on earth with something from her stores he might if she could get there, proceed to another planet, and continue the distribution there, without requiring to reload.

A very large proportion of the population of Wales could get into the Cymric with perhaps a little stretch of the Board of Trade regulations That is of course a visionary idea hut it suggests what might he done in troublous times with the aid of a ship like the Cymric in the way of wholesale deportations That was another theory propounded by another cage to give some sort of tangible idea of the proportions of the mammoth steamer and these speculations helped to while the time away while the last of the cargo was being got on board yesterday afternoon.

It was a busy scene in the early portion of the day Mr. Bruce lsmay and other members of that well-known shipping family as well as Mr. Sanderson general manager of the White Star Line visited the outgoing liner and took a leisurely survey of her in all departments On the previous afternoon a number of well-known gentlemen representing the chief shipping lines in the city made a tour of inspection anti were deeply interested in all they saw When the whistle sounded to get ready for a start a large number of people flocked to the dock 'straits' through which the Cymric had to pass in order to get a near view of her The vessel was skilfully steered out of the Canada Dock and through the other waterways leading into the river.

On the surrounding quays and on the promenade platform opposite the exit from the Canada enclosure there was again a large number of sightseers but there was no demonstration of any kind either on the ship or shore though every movement of the out-going liner was closely watched Captain Lindsay had the honour of commanding the Cymric on her maiden voyage The cargo on board was not anything in the nature of a reconl indeed westward-going cargoes nowadays are comparatively light owing to the prohibitive action of the McKinley Tariff and the bulk of trade until present conditions are altered must always be from the other side to this. The Cymric left the dock wall at 1-10 pm and by two she was in the river and away without a scratch She was watched by hundreds until she was 'hull down' on her maiden trip.

Evening Chronicle, 12 February 1898

Cymric's officers for her maiden season were Capt. Henry St. George Lindsay, formerly of Adriatic; Chief Officer Henry Cookson and Chief Engineer Richard Owens. 

Rendering of the new Cymric by R. Quiller Lane. Credit: The Engineer, 4 March 1898.

The Cymric, the latest of the White Star boats is now on her maiden voyage. She carries out with her an enormous cargo but there is still room for more. It speaks well for the facilities given by the Dock Board that a vessel of such gigantic proportions can be so quickly loaded. Certainly no time has been lost. A great deal of interest has been manifested in this new leviathan which forms practically a new departure as her accommodation for passengers is as comfortable as that on board the purely passenger boats of the company. To those to whom time is no object and who like a long sea trip the Cymric should prove a great acquisition.

Liverpool Mercury, 11 February 1898

Departure of the Cymric —The new White Star cargo and passenger steamer Cymric which has the largest carrying capacity of any steamer in the world left the Mersey yesterday afternoon on her maiden voyage to New York The vessel is under the command of Captain Lindsay an old and tried master in the service of the company Whilst the Cymric was in the Canada Dock large numbers of people visited her The enormous dimensions of the ship her imposing appearance combined with her splendid facilities for the stowage of all kinds of cargo were greatly admired Without a single hitch the magnificent craft was warped out of the dock and commenced her initial voyage with the good wishes of those who are interested in this — the latest— enterprise of the White Star Company.

Liverpool Mercury, 12 February 1898

For Cymric's maiden voyage, White Star prudently made it "cargo and livestock only" to miss the worst of winter Atlantic weather and to give her a chance to run in her machinery. 

Cymric sailed from Liverpool on 11 February 1898 direct for New York.  The weather across was rough throughout and on the 15th, she passed the British steamer Hogarth, bound from New York to Manchester, with a broken shaft.  Her master advised he was making repairs and did not require assistance. When Cymric finally came off Sandy Hook the morning of the 22nd, the fog was so heavy that she, Fuerst Bismarck and Furnessia could not proceed to their berths until 10:00 a.m.. It was a long and slow crossing in very rough weather, with the engine rpms set deliberately to half their usual and in all it took her 11 days 2 hours and 49 mins from Daunt's Rock, Queenstown to Sandy Hook, at the rather leisurely average of 11.53 knots. 

The New York Times of 23 February 1898, pronounced her as "ponderous looking, has an enormous superstructure and four pole masts."  Adding that she "has accommodation for 1,500 steerage passengers, and in the steerage are a smoking room and social hall, both innovations. The main saloon extended the entire width of the ship's sixty-four feet, and is decorated in white and gold. The saloon smoking room is trimmed in mahogany, and the library is finished in oak. Staterooms for 100 passengers are larger than on the express steamers. There is a ladies' parlor also, off the promenade deck."

Capt. Lindsay marvelled to The Sun that "the Cymric is the steadiest ships he has ever been aboard. He put a glass filled almost to the brim with water on one of the saloon tables and not a drop was spilled on the stormy passage." Chief Engineer  Richard Owens remarked that the ship had made 17 knots on trials, and expected she could cross between New York and Liverpool in eight days, about the same time as Britannic and Germanic.

Few vessels these days are built without bilge keels, and these side strips of steel do much to steady a steamer. When the Cymric, the first of the giant passenger-freight boats of the White Star Line made her first trip from Liverpool to New York she came over lightly laden. Rough weather was her portion for part of the trip, yet the bilge keels with which she had been fitted enabled her to hold a steady way even in heavy seas. The Cymric's bridge was so high above her keel that one of her officers in discussing her after her arrival said she was a perfect boat in all respects but one, she lacked elevators.

The Era Magazine, January 1903

The Cymric did well on her maiden voyage. Her outward passage was equal to about ten and a half days from Queenstown. She was not, of course, pressed. But homewards she was under nine and a half days from New York to Liverpool. She will undoubtedly do better still when she is let out. Her cargo was A wonderful mass of merchandise. It amounted altogether to 16,000 tons measurement, and comprised, according to the Shipping Gazette, 100,690 bushels of grain, 1,700 sacks of flour, 11,288 packages of timber, 5,272 barrels of sugar, oil, &c., 13,413 bales of cotton, 475 tierces of provisions, 3,359 bars, &c., of steel, 500 casks of copper, 8,095 pigs of lead, 115,255 packages of slate, 4,779 quarters of fresh beef, 579 pigs' carcases, as well as a living freight of 200 horses, 700 cattle, and 1,002 sheep.

The Marine Engineer, 1 April 1898.

On 1 March 1898, Cymric sailed from New York for Liverpool on the return leg of her maiden voyage, again without passengers, as according to the Standard Union, "until about 1 May, as there is at present ample room on the other vessels to accommodate this business."She arrived at Liverpool on the 10th  "with an immense cargo including 700 head of cattle and 1,002 sheep which were landed at the Birkenhead stage.

A Huge Cargo — The 'Liverpool Bill of Entry' gives the following particulars of the cargo of the new White Star cargo steamer Cymric which arrived in the Mersey on Friday last The few particulars illustrate the magnitude of her homeward cargo which is estimated to have exceeded 16,000 tons measurement : — Fresh beef 4,779 quarters, etc; pigs 579 carcases;  lumber, etc, 11,288 pieces; slate 115,265 pieces; oil, sugar, etc., 5,272 barrels : cotton,  13,413 bales : grain 100,690 bushels; steel 3, 359 bars, etc., flour etc., 1,700 sacks;  provisions etc., 475 tierces; copper 500 casks; lead 8,095 pigs— in addition to a number of sundries and 200 horses, 700 cattle and 1,002 sheep on deck.

 

Liverpool Daily Post, 16 March 1898.

In addition to the regular weekly sailing  tomorrow, the White Star Line intimate that their new twin-screw steamer, the Cymric, will leave Liverpool on Friday for the States. The Company mention that notwithstanding the complications between Spain and the United Slates they do not anticipate any interruption of the advertised sailings of the White Star Line. 

The Courier and Argus, 26 April 1898

Cymric sailed from Liverpool for New York the afternoon of 29 April 1898, on her first voyage carrying passengers.  She arrived at Queenstown the following morning at 8:50 a.m. and sailed at 11:25 a.m. and her maiden call there occasioned considerable local press attention:

The magnificent liner Cymric, of the White  Star Line, arrived in the harbour on Saturday morning from Liverpool, en route to New York, to embark passengers. Though she has already completed passages between Liverpool and New York, this is the first occasion she has visited our harbour, and, consequently this leviathan of the Liverpool-New York steam fleets excited considerable interest in Queenstown. A little after 9 a.m. she steamed into port and anchored off  Spike Point, and her advent was hailed with fine weather. She is a wonderful piece of marine architecture. Everybody in Queenstown who takes an interest in transatlantic steamers could not be struck with the great size of the vessel as she lay to anchor in smooth water. Her great size and fine proportions, and, withall, graceful appearance, were the subject of general admiration. She embarked at Queenstown 160 steerage passengers. altogether on board about 60 saloon and over 660 steerage passengers. She also a large general cargo, and has on board some very valuable horses. About noon she steamed out of the harbour on her western voyage.

Cork Daily Herald, 3 May 1898

Cymric arrived at New York on 8 May 1898 and numbered among her passengers a Count M.D. Agreda. Her return crossing commenced on the 17th.

On her next voyage, Cymric sailed from Liverpool to New York 3 June 1898 (Queenstown a later), where she arrived on 12th, docking at Pier 38, North River, with 42 saloon (including diplomat  Henry White, then First Secretary of the U.S. Embassy at London) and 67 steerage passengers. Homewards  from New York on the 21st, she had 700 cattle and 3,255 quarters of beef amongst her cargo. 

On 5 July 1898, Cymric underwent her first drydocking at Liverpool (Birkenhead) and owing to her size, the endeavour was a major undertaking:

Yesterday afternoon the monster White Star liner Cymric was for the time first dry-docked in Liverpool, and owing to her build and enormous dimensions a little anxiety was felt regarding her entering the graving dock at the head of the West Float, Birkenhead, After docking at Birkenhead yesterday, and before proceeding up the Float, she was turned round so as to get her stem to the westward, and was then towed up to the dock stern foremost. The operation and manouevering such an immense such an immense ship where there is a clearance of only twelve feet, even when the the ship's head is entered in the gateway of the dry dock is not not child's play, and the manner in which the work was performed being done as well as it could been done with models on a table reflects the greatest credit upon the Dock Board officials who had the matter in hand, the White Star line officials, and the officers on board  the leviathan. Not an order was given or a desire indicated but that was carried out with precision and alacrity, and though the task was difficult  the ordinary bawling and howling that usually accompanies such actions had no place in the docking of the Cymric.  Lieutenant H. M. Liudet, R.N., the able and courteous harbour master of this port, who thought the occasion warranted his presence, and was on the spot through thoughout the performance  supervising; with him also were Mr. Harris, the Birkenhead assistant harbour master, and Mr. Blundell, Alfred Dock master.  Fortunately they the weather was favourable, there being only a light northerly breeze blowing at the time.

Liverpool Journal of Commerce, 6 July 1898 

The White Star mail steamer Cymric sailed from the Mersey yesterday afternoon for New York casting off from the Prince’s Landing Stage punctually at five o’clock. There were 83 saloon passengers on board among them being the Countess Schimmelmann and her two sons the Right Rev Alex Edelbrock the Very Rev J B O'Mahoney, D.D., the Rev J. J. O’Brien the Rev. Themas Bradbury and Dr. C. O. Boswell.

Liverpool Mercury, 14 July 1898

"Onions of Erin" was the lead in The Sun (New York) describing the 23,042 crates of Irish onions which arrived in the port from Queenstown on 27 September 1898 aboard Cymric. 

J. Bruce Ismay sailed in Cymric from Liverpool on 26 October 1898, arriving 4 November. He would return to England aboard Teutonic, sailing on the 30th. 

The Cymric, as we have seen in previous notes, has now shown herself a fast and popular ship, and, as she is now making her second trip with mails, until the Adriatic's place is filled. She is accordingly discarded, and has been sold out of the fleet. The Cymric, it is understood, has become so popular with the travelling public that it has become necessary to increase her stateroom accommodation very considerably.

Marine Engineer and Motorship Builder, 1 November 1898

Among those arriving at New York aboard Cymric on 7 November 1898 (sailing from Liverpool 26 October) was American journalist Joseph Pulitzer.

Outbound from New York on 9 November 1898, Cymric grounded near West Bank, at Buoy No. 3, at 1:00 p.m., and knocked the buoy out of its position.  A tug went to her aid and after three hours effort, had her free, and apparently undamaged, she was on her way, passing the bar just after 4:00 p.m. 

Ending her first year in service, Cymric sailed from New York on 14 December. The weather was bad enough on arrival at Queenstown on the 23rd, she had to skip the called there and proceed direct to  Liverpool where she arrived  on Boxing Day. Cymric landed 540 cattle there and 665 bags of mail, 430 containing letters  for Ireland and the North of England and and 235 packs of printed matter and packets for the GPO, London.  

As the Liverpool Mercury of 5 December 1898 put it, "The annual calendar of the White Star Line has become something of an institution. This is not surprising considering its claim to high artistic merit. The illustrator of the calendar is Mr. Linley Sambourne, whose cartoons on the second page of Punch have for so long been a leading feature of that journal."  A different subject was presented in the 1899 calendar  for each month including one of launch of Cymric and another of her lying in the Mersey. 

In 1898, Cymric completed:

• one round voyage Liverpool to New York carrying cargo and cattle only
• seven round voyages Liverpool-Queenstown carrying passengers.

Beautiful photograph of Cymric alongside the landing stage and Liverpool's Riverside Station, with the tender Magnetic.  Credit: angloboerwar.com

1899

When Cymric finally came into New York on 16 February 1899 (she left Liverpool late on the 3rd) after steaming through a ferocious winter gale, she reported passing wreckage on the 13th and two days later off Fire Island passed a clinker-built open boats. She landed a valuable consignment of 25 young pedigree Hereford bulls for a ranch in Colorado which arrived "in capital condiisiton" despite the very long and rough passage.

 

Cymric had a narrow escape thee morning of 20 February 1899 when alongside the White Star pier at the foot of King Street, loading grain, a fire broke out in the upper part of the floating grain elevator Columbia alongside.  The 90-ft. high elevator tower, atop a 300 ft. x 40 ft. barge, was quickly engulfed in flames. Tugs quickly came in the scene to tow the barges and lighters  alongside the White Star liner to safely and then towed the burning elevator out into the stream.  Cymric's crew had already cast loose her lines should she have to make clear of the blaze, but Columbia was towed to the Battery by which time the whole of the elevator tower was destroyed. 

The unfortunate Germanic, which capsized at her New York pier on 13 February 1899, was raised and repaired sufficiently to return to Belfast for permanent repairs, departing New York on 7 March and arriving Queenstown on the 16th. There, she waiting the arrival of Cymric from Liverpool with J. Bruce Ismay and other White Star officials who would accompany Germanic to Harland & Wolff.  Cymric would fill-in for Germanic on the mail service for several voyages whilst she was repaired. 

There was a pecking order of steamers and when R.M.S. Umbria (from New York on 1 April 1899) and S.S. Cymric, from New York 29 March, arrived at Liverpool together on 8 April, the Cunarder went right alongside Prince's Landing Stage whilst the White Star liner docked at the Woodside Cattle Stage and her passengers taken to the Liverpool stage by the tender Magnetic. She had, in all, 116 First Class, including Mr. Alfred Holt, Mrs. Holt and infant, and 191 Third Class. The same routine was in effect when Campania and Cymric arrived at Liverpool on 6 May, only this time Cymric anchored in the stream to discharge her 118 First and 330 Third Class passengers aboard Magnetic before she "proceeded to disembark cattle at the Woodside stage," (Liverpool Mercury, 8 May 1899).

There were four or five cases of measles among Cyrmic's steerage passengers which arrived at New York on 19 May 1899 and they were immediately taken off at Quarantine and taken to hospital.  Among her passengers for the homeward crossing, beginning the 24th, was Rudyard Kipling.

In a rare coup for American industry, the Baldwin Locomotive Works of Philadelphia were contracted to manufacture 20 "Mogul" type locomotives for the Midland Railway of England.  One of these was aboard Cymric's sailing from New York on 24 May 1899, packed in sections, weighing a total of 179,550 lbs. and worth $12,000. 

The suicide of an Hungarian steerage passenger, Joseph Lichtner, "occasioned considerable excitement" as Cymric arrived at Queenstown on 2 June 1899. The unfortunate man lept overboard and drowned, and it was learned that his wife had recently died in New York. His little daughter, Julia was left aboard and the passengers subscribed 50 for the now orphaned child. On the 18th, it was reported that janitor in the building in New York where Lichtner lived had offered to adopt Julia who arrived back in the city aboard Germanic. 

That August all attention was focused one of the greatest maritime achievements of the late Victorian Age, the magnificent new White Star liner Oceanic which arrived at Liverpool from Harland & Wolff, Belfast, on 26 August 1899, and entered Canada Graving Dock for a quick hull painting. Undocked the following day, she "proceeded into one of the White Star Company's berths in the Canada Dock, where she will take in cargo. Not far from where she was berthed the White Star cargo and passenger steamer Cymric was moored. The appearance in dock of two such ocean leviathans presented an imposing spectacle." (Belfast News-Letter, 28 August 1899).

Another somewhat wild complaint was that the Admiralty had not taken up the whole of the White Star Line and other mercantile fleets. People who made this reproach forgot that it was an object not to dislocate the service of any company, and the White Star Line, like the Peninsular and Oriental and the Union-Castle, made a notable record. 

Among the ships it contributed to the transport fleet was the Cymric, of 22,552 gross tonnage, which was probably the finest vessel taken up.  As a transport she was really three ships in one, a passenger, a trooper, and a horse-ship, with ample space and every convenience, and on one trip she carried 55 officers, 1,497 men, 430 horses, 19 guns, and 43 vehicles. 

Brassey's Naval Annual, 1901

Second to the American War of Independence in its duration and exceeding it in cost among Britain's imperial wars, the Anglo-Boer War (1899-1902) was, to date, the great logistical enterprise in military history, involving the transport, by sea, of 360,000 horses, 118,000 rifles and almost 400,000 troops from Britain, Canada and Australia. In scope and efficiency, it put the recent Spanish-American War in perspective and showed the essential of the Merchant Navy, even more than the Royal Navy, in projecting British power in the world.  Within the space of months, dozens of British merchantmen, among them the largest and most famous, were chartered for transport duty, although most of them for only a few voyages, and unlike in succeeding wars, little altered for the purpose.  Many of them were the newest "big ships," including Cymric, whose size, capacity and qualities made them collectively the best suited perhaps of all merchantships for the purpose, and especially the "cattle boats" which could transport the horses and mules that formed the transportation backbone of the army at the time. 

White Star contributed their share to the war fleet (Noronic, Britannic, Majestic and Cymric) which between them carried 17,393 men and 3,659 horses. Majestic  which sailed from New York on 22 November 1899 for Liverpool upon which she would be fitted out for transport service, her departure described by the New York Times the following day, "As she drew out yesterday the Cymric and Georgic of the same line started the saluting with their big whistles and then nearly every craft in the lower North River took it up. Her commander, Capt. E.J. Smith, is a member of the Royal Naval Reserve and he will continue to command her, and most of his crew will remain with him."

Departing New York on 28 November 1899, with 600 head of cattle and 1,600 quarters of beef, Cymric arrived at Liverpool on 8 December 1899 and Admiralty officials were soon aboard to survey her with a "view to being chartered as a transport." It was reported in London on the 13th that Cymric had been chartered by the British Government as a transport ship for the South African War. She was, in fact, the largest of all merchantmen called up for the war and the largest troopship since Great Eastern carried soldiers to Canada. 

Cymric was assigned Transport No. 74, painted in white block numerals on her forward hull which was the only military markings these ships had, otherwise retaining their commercial colours. The Liverpool Mercury of 20 December 1899 reported that "the work of fitting the White Star liner Cymric still continues to be carried out on with all possible despatch, she will be in readiness by the 30th or 31st of this month. "The following day it was confirmed that she would embark her troops on or about 4 January 1900 and fitted for 100 officers, 20 warrant officers, 1,600 men and 428 horse, she would take out 55 officers, four warrant officers, 1,493 men, 430 horses, 19 guns and 43 "road vehicles."  

Instead, it was reported on 27 December 1899 that Cymric would depart from Southampton and would sail there on the 31st. She would take the  Brigade Division Staff of R.F,A. (Sixth Division), 76th Battery R.FA., 81st Battery, and 82nd Battery R.F.A., 2nd  Battalion Gloucestershire Regiment, a draft of  the 2nd Battalion Scottish Rifles, 18th Company of the A.M.C. (Field Hospital), and Royal Army Medical Corps. This again was amended on the 28th that she would embark her troops at Liverpool between 31 December and 1 January.

Some half a dozen trains converged on Liverpool in the last 48 hours of the 19th century carrying the men, horses and guns to Canada Dock to be loaded on Cymric.

In connection with the embarkations of troops at Liverpool, for the Transvaal,  especial interest attached to those which took place with advent of the year of 1900, inasmuch as the White Star transport Cymric, which yesterday took on board a large body of soldiers and horses, from Canada Dock, is no doubt, in point of tonnage and carrying capacity, the biggest transport on which has proceeded from the shores of England  to the Cape during the present hostilities. While the fact that the Cymric is a vessel of 12,647 tons somewhat conveys to the minds of  those uninitiated in shipping matters an impression of  her immense size, a more adequate idea of her  enormous capacity will be gathered when it is stated what she carries to South Africa. This consists of three batteries of the Royal  Field Artillery, which are accompanied by 19 15-pounder breech-loading guns and 43 road vehicles-- ammunition carriages, forges, water carts etc, while with the 2nd Battalion Gloucesthire Regiment, drafts of the 2nd Battalions Scottish Rifles and the 1st West Riding Regiment, and the 18th Company of the Royal Army Medical Corps, the total number on board is upwards of 1600 and horses 429.

Throughout the afternoon and evening numbers of people remained in the vicinity of the berth occupied by the Cymric, and the men, who lined the vessel's bulwarks, frequently relieved the long wait by singing 'Auld Lang Syne,' ' Soldiers of the Queen,' and other patriotic songs.

The Cymric, which was cast off from her mooring shortly before ten o'clock last night, arrived in the Mersey a few minutes to eleven, and without dropping anchor proceeded on her voyage to the Cape… a good goodly number of people, who had assembled on the Canada Pierhead, cheering lustily as the transport glided into the river.

Liverpool Mercury, 2 January 1900

In 1899, Cymric completed

• eight round voyages Liverpool-Queenstown-New York.

1900

After a fine passage of 18½ days, and pausing at St. Vincent's to coal, Cymric arrived at Cape Town on 21 January 1900, although three of her troops died of pneumonia en route and 16 horses died. She and Kildonan Castle, were inspected by Lord Roberts, C-in-C, British Forces, a day after arrival. 

After discharging her troops, Cymric was sent to sea on 25 January 1900 to look for the overdue transport Manchester Corporation which had broken her propeller, but after a week of unsuccessful search, Cymric put into St. Helena and then was ordered home to Liverpool when the missing transport turned up.  The White Star liner returned to her homeport on 18 February and entered Canada Dock that afternoon to be prepared for her already announced second trooping voyage to the Cape. This would take 100 officers, 1,100 men and 428 horses drawn from Wilts, Gloucester, Glamorgan, East and West Kent, Middlesex and Fife Light Horse Yeomanry as well as the 1st Battalion Staff under Col. Chaloner, MP, and the 11th Battalion Staff under Col. Mitford and two machine gun sections. 

It was  hotly—and not undeservedly—commented upon at the beginning of the war that our troops and equipment were put on board some ships of by no means the best class for conveyance to the seat of war. Such a stricture would certainly not hold good at the present time, when, almost day by day, fresh regiments are disembarked from the most beautiful vessels of our mercantile fleet. Thus, within the week, the Cymric and the Nomadic, of the White Star Line, the Assaye of the P. and O. and the Kildouan Castle, have all discharged their living freight upon the quays of Cape Town. 

The Cymric has not only the greatest carrying capacity of any ship afloat, but represents a new and curious combination, being built alike for conveyance of cattle, freight, and passengers, and with a view to steaming at a high rate of speed. She carried easily below decks  upwards of 400 horses-- still  leaving ample  space for excercising them and  for their hospital requirements—while her saloon decks  are marvel of comfort and even luxury. She beat her stable companion, the Nomadic, by no less than four days. The Cymric  is just such a ship  the Government might well afford to build or buy for the special service of trooping. 

Liverpool Daily Post,  15 February 1900

On 21 February 1900 it was reported  Cymric would sail on the 25th but slightly delayed, troops did not begin embarking until the 28th, beginning with the arrival of the first trains at 5:40 a.m. and the last arriving at Canada Dock at 2:15 p.m., taking on a total of 71 officers, 2 warrant officers, 1,113 troops, 427 horses and four machine guns. Cymric and her men were visited by Liverpool's Lord Mayor and J. Bruce Ismay and Messrs. Grace, Sanderson and Concanon of White Star Line  before leaving dock with the night's tide around 10:00 p.m.. She anchored in the river for the night and was on her way to the Cape first thing the following morning, the day news reached Britain that General Conje had surrendered and the seige of Ladysmith lifted. The news was signalled to the ship and Ismay had a thousand copies of the Liverpool Daily Post sent out by tender for the troops. 

Group of Imperial Yeomanry aboard Cymric at Liverpool. Credit: Paul Dunn, angloboerwar.com

Cymric called at Las Palmas on 7 March 1900 and reached Cape Town on the 19th, again recording a passage of 18½ days.  Two horses died on the passage, but none of her men. She sailed from Cape Town for Southampton 19 April 1900 with 17 officers of the Ladysmith garrison and 211 sick and wounded men.  

Whilst on H.M. Service (13 December 1899-10 May 1900), Cymric transported to South Africa:  143 officers, 5 warrant officers, 2,661 men, 872 horses; and from South Africa, 15 officers and 214 other ranks, spending 84 days at sea and costing H.M. Government, a total of  £110,807.

The Cymric as a troopship has made herself and her owners more famous. No such troopship has ever before breasted the stormy billow, and none has ever given more satisfaction. It was in the nature of things that having been tried once she should be sent back to the Cape again.  Her carrying capacity is enormous for cavalry men, and she has won praise from every mouth for her steadiness, speed and comfort. 

Liverpool Daily Post 1 March 1900

On 22 April 1900 White Star announced Cymric would released from government service, resuming her sailings from Liverpool with her 12 June departure for New York. She arrived at Southampton on 8 May and left there two days later for  for Liverpool on May 10 and with very little time spent between her war and peacetime duties, sailed from Liverpool for New York on the 25th, still under the command of Capt. H. St. G. Lindsay.  Calling at Queenstown from 10:30 a.m.-1:10 p.m. on the 26th, she  arrived at New York on 4 June, disembarking 20 saloon and 1,260 steerage passengers. 

The White Star steamer Cymric arrived in port this morning from Liverpool and Queenstown on  her first trip here since her return from South Africa. The experiences of the officers and crew of the Cymric while engaged in the government service show that the great steamer is a model troopship.

The Brooklyn Daily Eagle, 4 June 1900

Credit: The Times Tribune, 1 May 1900

When Cymric sailed from New York on 12 June 1900, she had 124 saloon and  159 steerage passengers as well as 640 head of cattle and 3,840 quarters of beef.  Cymric arrived at Liverpool on the 22nd.

Cymric sailed 29 June 1900 from Liverpool, and called at Queenstown 1 July, arriving at New York with 47 saloon (including Bishop Doane of Albany)  and 256 steerage passengers, on the 9th. She reported passing an Atlantic Transport Line ship on the 6th flying signals that she was under control but did not require assistance. This proved to be Mesaba which had a cylinder breakdown, but it was repaired and she arrived at New York on the 10th. 

On 3 July 1900, White Star Line announced that a flaw had been found in Teutonic's stern frame, cancelling her departure from Liverpool. Cymric would take her departure from New York on the 18th. She sailed with 134 saloon and 371 steerage and 650 head of cattle and 3,600 quarters of beef. 

Embarking on what would prove her most perilous peacetime crossing, Cymric left Liverpool on 3 August 1900, after calling at Queenstown from 4:30 p.m.-5:15 p.m.,  had 125 saloon and 248 steerage passengers aboard. 

At noon on Sunday 5 August 1900, 19 hours out of Queenstown, a blaze was discovered in the cargo in Cymric's no. 1 hold. This had broken out in the straw packing of a crateful of pottery, right to hogsheads of soda ash and bleaching powder which created a deadly gas on combustion. The fire was discovered just before a previously planned crew boat drill and Boatswain Robert Jones alerted Capt. St. G. Lindsay there was a fire forward who ordered that the boat drill be changed to a fire drill and to alert the passengers who had gathered to see the exercise of the change but not initially that  it was actual fire that was being tackled.   

The Captain at the time of the alarming news stood on the shelter over the upper forward deck. From the ventilators the fumes of gas were pouring, and he was making an investigation when he learned that what he dreaded was the cause. The passengers were told of the substitutions in drills, and watched proceedings with more interest but without the slightest inkling that an actual dire was about to be fought. There were no signs of the disaster visible to them."

The Captain ordered the hatches over the tipper deck removed, and after the fumes had been partially dissipated he and some of his officers and men descended, thence going down to the main deck. There they were overcome by the fumes which had  concentrated below, where they had been standing. 

Captain Lindsay, First Officer Frank Howard, Chief Officer Joseph Evans, Third Officer Smith, the boatswain, the carpenter, and three or four sailors were overcome and were with difficulty rescued by others and carried up to the shelter deck for resuscitation.

The fire was in the foremost compartment hold, in the center of 600 tons of cargo. Above this hold Is the orlop deck, then the main deck, then the upper deck. Over all is the shelter deck. With the exception of this top deck, all the others are closed and are accessible by ladders leading down to the hold.

On board the Cymric were 373 passengers, of which number 123 were first cabin. It was impossible to keep the truth from these after a few hours of fruitless fighting of the unseen fire. The Captain had ordered steam turned Into all the decks and the hold in the forward part of the ship. That was accepted as apart of the fire drill, but when officers and men were carried up and laid out upon the shelter deck it was too realistic. Besides, Ship's Doctor Fleetwood had to call upon Dr. Burdett Craig, the only physician among the passengers, for assistance. 

All Sunday afternoon and night the Captain and his men tried to quench the fire. The steam seemed to have no effect. Four times the Captain was overcome. Relays of  men went below. On the deck directly over the fire were bales of dry goods. These ere drenched, and the flames were kept in the compartment in  which they had started.

Monday morning dawned and the fire was still burning, and at noon Captain Lindsay determined to do the only thing which would in all probability quench it. This is the last remedy that can be used in compartment ships and is resorted to only when all other measures fail. He ordered the seacock  opened and the forward compartment flooded. 

The waters of the Atlantic were admitted to the ship, but it  was not until midnight on Monday that the danger was over. The Captain was so far gone at one time was thought to be dead. Artificial resperation saved his life, as it did the lives of the other men in the same conditions. Speaking of the passengers he said:

"There was no excitement and every one  seemed to realize there was no danger. Some of them never knew there was a fire. The 248 steerage passengers were still ignorant of it when we reached port.

The women aboard who knew what was happening were self-possessed. In the light of the Hoboken disaster, I was naturally disturbed."

Chicago Tribune, 14 August 1900

Despite the fire, Cymric made good time, crossing in 8 days 8 hours and 52 minutes to Sandy Hook, logging 276 miles on 5 August when the fire broke out, then 320 the following day and then up to her usual speed, 371 being done on the 11th. The ship arrived at New York on 14 August 1900 with her forward deck "covered with a whitish slime" but was otherwise undamaged and did not require repairs prior to sailing for home.  The cargo in the effected hold was totally destroyed, resulting in a $10,000 insurance claim. Ironically, on the same day Cymric caught fire, Bovic was on fire at her North River Pier 49 when spontaneous combustion ignited the contents of one of her no. 3 hold, filled with cotton. 

On arrival at New York on the 14th, Captain Lindsay detailed the fire and efforts to extinguished it:

In addition to the ordinary danger of such work the fire could not be located, and deadly chlorine gas which poured out of the hatches made it impossible for the men to remain long at work. The officer of the vessel headed the men and man after man was lifted unconscious from the hold time and time again. 

The Captain was carried out four times and once it appeared as though breathing had stopped.

In the hold were hogsheads of bleaching powder and soda ash. At times some of the men exposed themselves to great danger to drag their comrades into the fresh air. The fire was not declared out until Monday night and after the men had been at work a day and a half. The fire is supposed to have been caused by the spontaneous combustion of some hay in which a large case of earthenware were packed. This case was in the center of the hold under the lower hatch and surrounded on all sides by hogsheads of bleaching powder and soda ash.

The Baltimore Sun, 14 August 1900

Cymric sailed from Liverpool 7 September 1900 and managing to miss a West Indian hurricane, reported fair weather for the whole passage, docking at New York on the 17th and numbering among her saloon passengers R.W. Luckenbach, P.J. Luckenbach and A.A. Luckenbach of the American shipping firm of the same name. 

In 1900, Cymric completed:

• two round voyages from Liverpool to Cape Town (one returning to Southampton) carrying 3,038 officers and other ranks
• six round voyages Liverpool-Queenstown-New York carrying 3,271 (522 saloon and 2,799 steerage) westbound and 1,292 (395 saloon and 897 steerage) for a total of 4,563 passengers.

1901

The New Year started off badly for Cymric. Sailing from Liverpool on Boxing Day, she encountered very rough weather with "tempestuous seas and heavy westerly gales" and on 4 January 1901, three valuable English stallions which were being brought to American for breeding purposes, died of pneumonia which they had contracted during the voyage.  Cymric docked at New York on the 6th with 62 saloon and 96 steerage passengers.

Then arriving  in the Mersey from Queenstown and New York on 19 January 1901, Cymric collided with the Prince Line steamer Carib Prince, in bound from the Mediterranean. At the time of collision, Cymric was crossing the river to land cattle in  strong flood tide was running which carried her onto the bows of the anchored Carib Prince.  Both ships were damaged, the Prince Line vessel more with damage to her upper works and loosing her bowsprit, and both were assisted to their berths by tugs. Cymric,  with her port quarter deck taking the brunt of the impact, stoving in some of the plates and carrying away a section of  rail and being holed in her stern over a 12 ft. x 21 ft. area. not badly damaged, proceeded to her usual berth.

It was reported by the Glasgow Daily Mail that Cymric had returned to Liverpool on 8  March 1901 "on account of machinery slightly deranged." This must have been quite easily rectified as she arrived at Queenstown at 6:00 a.m. the next day and departed for New York at 8:40 a.m. with 46 saloon and 298 steerage passengers. 

Cymric continued to carry cattle and on 13 April 1901, Captain Lindsay appeared at Birkenhead Borough Court defending against a change of having slaughtered a bullock which was seriously injured. The case was dismissed when it was proved the animal had suffered terrible inflammation in one of its legs and was put down to prevent further suffering.  On this trip, she had 749 cattle aboard for the 11-day crossing.  

Reminding of when Liverpool, not Southampton, was the great homeport for White Star Line, 10 October 1901 witnessed what the Liverpool Mercury's "Nautical Jottings" called "quite  small fleet of White Star liners" coming up the Mersey after midday. Cymric, from New York with cargo and passengers, was first at 12:21 p.m. followed by Cufic with cargo and cattle at 12:30 p.m. and the splendid Germanic at 12:58 p.m., completing her 290th round voyage to New York and chalking up 1,798,000 nautical miles to date in doing so. 

When Cymric reached Queenstown on 15 November 1901 from New York (5th), she reported "having encountered terrific adverse gales" en route but there were few aboard to suffer through that, having but 38 saloon and 96 steerage aboard. 

Early into her next voyage, one of Cymric's passengers went amuck as the liner was coming up the channel in Queenstown on 23 November 1901. Travelling with his wife, Thomas Halliday of Ohio, aged 58, suddenly announced after breakfast that that the people on board the ship were "to be killed, and drawing a knife from his pocket, he commenced hacking his wife and slashing his own throat. Mrs. Halliday struggled desperately to secure possession of the weapon, receiving terrible gashes on her hand and neck, and was finally obliged to resist. Halliday continued to hack his own throat until he had severed all the veins and muscles and dropped dead outside his stateroom." (News Journal, 23 November 1901). His body was removed at Queentown and his wife taken to hospital there, leaving Cymric to sail at 11:00 a.m. after a horrific and disturbing beginning to an otherwise routine crossing.  She docked at New York on 2 December with 24 saloon and 224 steerage passengers. 

In 1901, Cymric completed

• ten round voyages Liverpool-Queenstown-New York carrying 4,799 (677 saloon and 4,122 steerage) westbound and 1,880 (641 saloon and 1,239 steerage) eastbound for a total of 6,679 passengers. 

A reminder that Cymric was the world's largest livestock carrier and the trade was one of White Star's biggest in profit. Credit: Breeder's Gazette, 18 December 1901.

1902

But a few years ago owners of valuable horses and cattle would not transport them across the ocean during the winter months but waited for a more propitious season To-day however vessels are so constructed and such great care is excercised that shippers have sufficient confidence to send their valuable stock on the longest of voyages at any time of the year This was illustrated by the departure this week of the White Star steamer Cymric for New York She had on board 11 Ayrshire and 12 Aberdeen Angus cattle, 29 Percheron, 4 French draught and 14 shire stallions together with five hackney geldings and mares.

Liverpool Mercury, 31 January 1902

Carrying one of her most valuable cargoes, Cymric made her first New York arrival of the New Year on 6 January 1902.  Her consignment of horses, intended to stock farms at Wenona and Galesburg, Illinois, were put on a five special American Express Co. horsecars on a special train with 12 men detailed to their care and due to reach their new homes in less than 28 hours after landing.  She also landed 150 Jersey cows and calves, and 66 saloon and 127 steerage passengers. 

Among those landing from Cymric at New York  on 9 February 1902 were Irish nationalist leaders William M. Redmond and Joseph Devlin, invited to American by United Irish League.  They were seen off by a delegation of supporters upon Cymric sailing from Liverpool on 29 January. 

Liverpool remained the principal port for the import livestock and meat trade and the Liverpool Daily Post of 24 February 1902 reported that in the past week, 13 steamers had landed cattle, sheep, sheep carcasses and fresh beef from North and South American ports, including Cymric with 564 cattle and 2,030 quarters of beefs on her sailing from New York on the 12th, also with 65 saloon and 79 steerage passengers.

So popular has the Cymric, of the White Star fleet, become, that during the time she was being overhauled recently by her builders, Messrs. Harland and Wolff, Belfast, opportunity wsa taken to substantially increase her saloon accommodation. She re-enters the New York service this weekend, and no doubt the extra provisions that has been made will be appreciate by travellers between this country and America.

Liverpool Mercury, 11 April 1902

Cymric had proved sufficently successful as to prompt the construction of Cedric and Celtic which were much larger versions of her concept, with the important distinction of not carrying livestock and being three classes, but of relatively slow speed and huge cargo capacity. And if anything, Cymric was too popular and often turned away saloon bookings in peak season. It was decided to considerably increase her cabin capacity and although scheduled to sail again for New York on 7 March 1902, she was instead dispatched to Belfast to be taken in hand by Harland & Wolff for the work, missing a round voyage. 

It was reported by the Liverpool Mercury, 14 March 1902, that "the Cymric, one of the White Star fleet, is at present being overhauled by her builders, Messrs. Harland and Wolff, and during her stay at Belfast her saloon accommodation is being extended in order to meet the demand for first-class berths. Undoubtedly her popularity with the travellers between Liverpool and New York, will, if possible, be increased when she re-enters the service."  Cymric returned to service, now with capacity for 258 saloon class passengers, with her sailing from Liverpool on 12 April, having on the crossing, ironically only 75 saloon but a record to date 1,372 steerage aboard. 

A splendid portrait of a graceful ship: Cymric on departure from New York. Credit: Detroit Photographic Co. photograph, U.S. Library of Congress collection. 

When Cymric departed New York on Friday 25 April 1902 with 155 saloon and 60 Third Class aboard, she began a new pattern of sailings that day of the week every two weeks, paired with Celtic, to Liverpool, augmenting the weekly Wednesday mail service. As the Meriden Daily Journal noted, "the Cymric sailed yesterday, being the first passenger ship of a big Atlantic line to leave this port on what the superstitious regard as an unlucky day."

The Evening Post (Nottingham) of 30 June 1902 reported that "previous to departure from the last outbound trip there was an addition made to her superstructure by 100 extra staterooms were provided, and not one was vacant when Cymric left New York [20th]." She arrived at Liverpool on the 29th with 193 saloon and 143 steerage passengers.

Among those sailing from New York aboard Cymric on 18 July 1902 was Karl von Bismarck, who claimed to be the grandnephew of Prince Von Bismarck, who despite his alleged lineage had been arrested on 28 June for burglary.  He was deported and the ticket paid for German-Americans in the city as well given a new suit of clothes. 

A tragic accident occurred in the Mersey on 5 September 1902 when during lifeboat drill, a crew member was struck by a davit being swung out and knocked into the river and evidently  unconscious and being swept away by a strong current, Boatswain Robert Jones, jumped into the river, and boats from Cymric and Magnetic, immediately lowered. Another seaman lept into the river but he and the other man were swept out into the river and drowned. Boatswain Jones, who was already credited with saving six lives with his service in White Star, was picked up in an exhausted condition and was able to sail in Cymric that day for New York.  A body, identified as David Jones, one of the seamen from Cymric, was recovered from the river on the 12th

The traditional heavy Christmas mail season saw Cymric break the record for the largest consignment (2,601 bags) of mail landed at New York by a single steamer with her arrival there on 20 December 1902.  

Back when "the mails" meant a lot and their conveyance defined transportation and civilisation, The Bangor Daily News of 22 December 1902 had a wonderful piece on how all of this post was received, processed and sent on its merry way:

Imagine a Santa Claus hundreds of feet long, yith two thousand six hundred and one pack instead of the familiar one hung on his broad back, with milllons of presents Instead of a score to he divided between "Nellie and "Annie" and "Mary and "Willie," and you will get a simple idea of the Santa Claus that came to the city in the darkness of last night, just as the Jolly old fellow should do. 

It was the White Star line steamship Cymric that crept noiselessly up the bay with the largest load of mail that any steamship has ever brought to this port. This was the arrival of the first Christmas mail, and great bags or sacks came on her from all parts of the world almost, their contents to make glad, the hearts of their recipients albeit there are probably some missives in the way of letters that will not bear glad tidings on the eve of the holiday season. This huge mall Is but the forerunner of other large mails from other countries that are expected hourly at the general post office. The steamship Etruria is expected with 1805 sacks, the Kaiser Wilhelm der Grosse with 660 sacks and the St. Louis with 350 sacks.

Word was received at the general post office shortly after noon yesterday that the Cymric had been sighted at Fire Inland. Postmaster Van Cott ordered every clerk forthwith to be on duty last night at the post office and word was sent to Capt.  Henry C. Butler, of the government mail boat, the Postmaster General, to be in readiness to leave pier No. 13 at the foot of Cortlandt street, at half-past two o'clock, to meet the Cymric at Quarantine. Supt. of Mails John W. Tiedermann instructed fourteen of his men to board the Postmaster General and assist the eleven men Capt. Butler had in readiness to undertake the work of, unloading the mall from the Cymric to the government boat.

Promptly on time the Postmaster General sailed away with Supt. of Mails Tiedeann Thomas, Thomas A. Jardines, auditor, and Assist Cashier Thomas Moran to superintend the unloading of the mail. It was a quarter to five o'clock when the Cymric reached Quarantine, and ten minutes later the Postmaster General was fast at the big steamship's starboard midships with a chute thrown up to the steamships deck, one end resting on a gang plank that was made slippery by use. At one end of the chute a steamship's mate counted the bags as they started through the chute, while behind the Postmaster General's pilot house Post Office Clerk Smart stood with a little piece of mechanism that clicked under the pressure of his thumb as it registered each sack as i slid Into the hold of the Postmaster General.

One after after another, in a seeming endless procession, the Cymric's sailors each deposited a sack of mail at the top of the chute, while the mate called off each sack in monotonous tones until he reached the tenth, when he cried out Tally! to again commence his count from one to ten. At the foot of the chute, In the enclosed deck of the Postmaster General, Superintendent Tiedemann  had his men carrying the sacks to various parts of the vessel, where they were placed in piles, those destined for the South and West being so allotted that they could be left at the Pennsylvania Railroad Company's pier in Jersey City, while other sacks, to go to the Grand Central Station for some parts of the West andI New England, would be in readiness for vans at the foot of Fortieth street and North River.

When the Postmaster General had been alongside of the Cymric twenty five minutes 1070 sacks had passed over the latter's side. The Cymric was then on her way up the bay to her pier, with the government boat still alongside, and a quarter before six oclock  2048 sacks had been unloaded.  The Postmaster General left the steamships side at half past six o'clock. with all the sacks ou board. There was then little or no spare room on the Postmaster General's deck. 

The mail boat started for pier No. 13 North River, where Superintendent of Mails Tiedemann had fourteen large mail vans waiting to be loaded and despatched to the general post office, where the first van arrived at a quarter after seven o'clock. Fourteen hundred and fifty-two sacks were taken there, their contents to be assorted and delivered In this city. Twelve vans met the Postmaster General at the foot of West Fortieth street, where  830 sacks were sent to the Grand Central Station, and the remainder to the Pennsylvania railroad. Three hundred and sixty-six sacks were from London. 252 were from Liverpool, 122 from France, 275 from Germany, 73 from Spain, 62 from Austria, while Sweden, Switzerland and other countries furnished their quota, the contents all being for this city. There were 1538 bags of letters and 1063 bags of merchandise and papers on the Cymric.

In the general Post Office Supt. of Mails Tiedermann had four hundred men in readiness to sort the mail, while in the registry division Superintendent Edward Post had one hundred and fifty men. At three o'clock this morning the men In both divisions were relieved by others, who took up the I work until noon today, when it is hoped that the million and more individual pieces of mail matter will have been made ready for delivery.  

We received tonight from the Cymric probably 800,000 letters, Superintendent Tiedemann said, and 600,000 individual pieces of merchandise and papers. This is a tremendous mail, and our efforts are now directed, toward disposing of it before the steamships St. Louis, Kaiser Wilhelm der  Grosse and Etruria arrive with 2815 sacks that they will bring us. We want to get this from the Cymric out of the way so as not to get' swamped.'

The Bangor Daily News, 22 December 1902

In 1902, Cymric completed

• eleven round voyages Liverpool-Queenstown-New York carrying 6,805 (1,074 saloon and 5,731 steerage) westbound and 1,847 (1,006 saloon and 841 steerage) eastbound for a total of 8,652 passengers.

With the tug Lewis Pulver pushing her out, Cymric backs out from her North River pier, c. 1903, Mersey-bound. Credit: Detroit Photographic Co. photograph, U.S. Library of Congress collection. 

1903

A remarkable assemblage of White Star tonnage, including Cymric, at Liverpool on 5 February 1903. Credit: Liverpool Journal of Commerce. 

The Morgan Combine was not winning many friends on either side of the Atlantic and in April 1903 the American and British press reported increasing complaints especially in the business community regarding the deterioration of mail services by White Star Line since the IMM takeover, specifically using the slower intermediate steamers Cedric, Celtic and Cymric to carry the Wednesday mails from Liverpool to New York twice in February and twice in March,  compared to 1901 when Cymric had be deputised to carry the mails on 27 June and 27 December only, reaching New York in 8½ and 10 days respectively. The issue was the subject of debate in the House of Commons in April, and Prime Minister Austen Chamberlain advised the House that "the fastest steamers would be running regularly after the 15th of next month." 

Cymric (Capt. Thompson) left Liverpool on 24 May 1903 and Queenstown the following day by which time she had 77 saloon and the extraordinary number of 1,388 steerage passengers aboard, which ranked as fourth largest such list that year, behind the new monster steamers Celtic (1,877 and 1,977) and Cedric (1,593).  Cymric arrived at New York on 4 May. 

Having left Liverpool on 14 August 1903, Cymric landed 135 saloon  and 347 steerage passengers at New York on the 24th, notables including the Philadelphia Cricket Team and U.S. Senator Chauncey M. Depew, Mrs. Depew and C.M. Depew, Jr..  Among those sailing in Cymric from Liverpool on 11 September was the champion American sprinter Arthur F. Duffey, coming home after breaking the Scottish, Irish and Welsh records for 100 yards.  The Liverpool Mercury reported that on her return crossing beginning on the 28th from New York, Cymric landed at Liverpool 3,242 quarters of fresh meat, 744 cattle and she also had 42 saloon and 102 steerage passengers and 1,340 bales of cotton.  

An early victim of the IMM takeover was the demise of Dominion Line's Boston service which was given to White Star in 1903. Credit: Mariner's Museum, Eldredge Collection. 

BOSTON has become a popular port with many trans-Atlantic traveler, having the special advantage of offering the shortest sea route between the United States and European ports, a superior service being maintained by the White Star Line thence to Queenstown and Liverpool. Allotted to this route are the magnificent twin-screw steamships Republic and Cymric. With these excellent, modern and elegantly-equipped steamers, Boston has become no mean rival of the other seaport cities of the United States that for so long a time have considered their position impregnable as gateways for international commerce.

This powerful twin-screw steamer has taken a prominent place in the Boston-Queenstown-Liverpool Service of the White Star Line. 13,096 tons burden, her length, 600 feet, and great beam, 64 feet, entitle the Cymric to the consideration of the intending voyager who is thereby assured of a steady trip, practically free from the dread mal-de-mer.

The Cymric is equipped particularly to cater to first and third-class passengers only, no provision being made for passengers in second.

Under this arrangement, the promenade spaces for both classes are correspondingly large in extent, and the cabins for passengers will be found very attractive, and equipped with the most comfortable style of berths.

The first-class passengers have apportioned to them a large promenade deck space, an especially prominent feature of the Cymric; and, with the care and courtesy shown passengers (as on all other White Star Line ships) no one who has sailed on this steamer can speak but in her praise.

Facts for Travelers, 1908.

The mammoth White Star freighters Cymric and Celtic have proved to be great money-makers and contrary to popular belief at the time they were launched, have had no difficulty in obtaining cargoes during the time they have been in the trade. Commerce between the Old and New Worlds continues to grow with the growth of population and the expansion of the productive area on this continent and the increasing congestion of population in Europe, and as long as these conditions exist the larger freight carriers will not fail to obtain business.

The American Marine Engineer, October 1909.

… she has been visited by a number of people who were desirous of seeing a real White Star liner, and especially the one which was the prototype of the huge vessel, Celtic and Cedric. 

The Boston Globe, 24 December 1903.

1903

As a consequence of having paid too much for White Star Line, IMM made the decision in April 1903 to trade on their name  to the fullest extent possible, particularly to and from the United States.  This effected, quite brutally and sadly, the well established Dominion Line which would be but the first of combine's asset stripping examples.  Both the Dominion Liverpool-Boston and Boston-Mediterranean services and Columbus, Mayflower, Commonwealth and New England were subsumed into White Star. Columbus was practically brand new and had but two voyage under Dominion colours whilst Mayflower had only six before be subsumed into the White Star "chosen instrument" of IMM. Moreover, it was the decision, not surprisingly, of a combine entirely directed by Manhattan bankers and financiers, to give the New York primacy in ships and services at the eventual expense of Boston and Philadelphia. 

On 16 September 1903 the official announcement was made, preceded by much unofficial but correct rumours the previous month as to the future of Dominion Line's U.S. business.  During the winter, Republic (ex-Columbus), Canopic (ex-Commonwealth) and Romanic (ex-New England) would ply the Mediterranean-New York run. Cretic (ex-Mayflower) would inaugurate the new White Star Liverpool-Boston service with her  departure from the Mersey on 26 November and from Boston on 10 December, but that would be her last such voyage for the winter with Cymric, upon her 10 December sailing from Liverpool and from Boston on the 24th, holding down the route fortnightly for the winter season and weekly sailings commencing 5 May 1904 with the addition of Republic and Canopic. 

Undoubtedly the White Star Line will make both service equal in every detail to the excellence of their other services, and passengers will therefore no doubt find evidence of the same careful consideration for their comfort as has gained for this line the reputation it enjoys to-day.

Liverpool Mercury, 17 September 1903

The Boston Globe enthusiastically reported White Star absorbing Dominion Line's services to Liverpool and the Mediterranean from the port as well as the addition of Cymric (above) on the Boston-Liverpool run. Credit: Boston Globe 17 October 1903.

The Boston Globe reported on 17 October 1903: "In commenting on this change yesterday, the Boston passenger representative of the International Mercantile Marine Company said: 'The entire arrangement is in the interest of efficiency and economy, and if the 'Morgan merger' had not taken place, there would undoubttedly have been a rearrangement of steamship tonnage on the North Atlantic much more disturbing than the present one," it was further reported that "commodious offices have been leased in the new India Building, corner of State St. and Merchants Row, and the work of fitting these up is now in progress."

Heavy fog in the Mersey played havoc with shipping on 7 November 1903.  The Allan liner Parisian collided with the Houston Line Homerous but with only slight damage and there were two other collisions between smaller steamers.  Cymric, which was supposed to have sailed for New York for the last time on the 7th, got away the next day at noon when the fog cleared,  She called at Queenstown  at the ungodly hour of 2:45 a.m. on the 8th and she was off for New York at 4:10 a.m. where arrived on the 16th with 115 saloon and 252 steerage passengers.  When she sailed for Liverpool for the last time from New York on the 20th, she had 42 saloon, 225 steerage, 620 cattle and 800 quarters of beef and 801 bales of cotton.  Calling at Queenstown on the 29th, Cymric arrived at Liverpool on the 30th.

The Boston-Liverpool run was changed over entirely from Dominion Line to White Star starting in December 1903.  Perhaps only symbolically, it was decided that a "real" White Star ship should figure in the New Order and that would be Cymric which would go on to a remarkably long and happy association with The Hub and if remembered at all today, it is as a Boston ship.  

Cymric (Capt. T.P. Thompson) sailed from Liverpool on 10 December 1903 on her maiden voyage to Boston. Her purser, H. Cadieux, was formerly in Oceanic, and Dr. J. Furness Brice, her surgeon, with 50 years experience. By the time Cymric cleared Queenstown at 10:00 a.m. on the 11th, she had 40 saloon and 125 steerage passengers aboard, most of whom most likely came to regret crossing in winter. 

In the days before wireless at sea, news of weather conditions were received with arriving steamers and when Leyland Line's Bohemian came into Boston a full three days late on 18 December 1903, it was expected that Cymric, Ultonia and Sardinian would all be as late more as they were expected on the same day. By the 20th, Cymric had still not arrived in time for the morning papers, but in fact docked at the Hoosac Docks, Charleston at 11:30 a.m. after a very stormy passage indeed as described by The Boston Globe (21 December): "… the vessel's course by beset by fierce gales and mountainous seas that would have proved disastrous for a less sturdy craft. Strong westerly gales prevailed most of the time and occasionally it would blow with all the force of a hurricane. On the 14th the Cymric logged but 188 miles in the face of a gale and tremendous sea. The distance from Daunts Rock at the entrance to Queenstown to Boston light was covered in nine days one hour." The Boston Post (21 December 1903) told not just of the rough seas but the frigid conditions experienced:

During the last two days of the trip the Cymric experienced unusually heavy seas and cold weather, at one time the steamer being covered with ice

About three days out from this port, the coldest weather of the trip was felt, when the themometer registered 11 below zero. The vessel brought a total of 182 passengers, 40 first class and 142 third class. Among this number were 38 Hebrew passengers in the steerage.

 

The elements were unusually evident from the first day out from Liverpool until the steamer docked at this port. At times the steamer was placed in perilous positions by the strong head winds and the rough seas, and only the carefulnesss of the commander, T. P. Thompson, and his crew prevented damage to the .ship. After the steamer had been but two days out from Liverpool the thermometer dropped below zero and made it Impossible for the passengers to venture out on deck.

Facing a rough, confused sea and strong winds in latitude 51.27 north and longitude 17.38 west, the steamer’s rigging was covered with ice, when one of the crew, was ordered to take his place in the crow’s nest. The sailor had not been in his position but a few minutes when he was obliged to make for cover with his hand badly frozen. The cold continued for several days and made it uncomfortable at times for the safety of the steamer and passengers. Aside from the cold weather and rough seas experienced, the trip was an uneventful one.

The first sailing from Boston of the White Star steamship Cymric, which occurred at 1 p. m. yesterday, was an event unmarked by any unusual features. Owing to the extreme size and height of the vessel passengers went aboard from the passenger-loft of the pier, which made the act a much easier effort than usual. It was exactly 1 o’clock when the three chime whistles of the great ship sounded, and a few moments after the great vessel slipped rapidly from the dock into the stream, where three tugs were waiting to turn her about.

Boston Post 25 December 1903

At 1:00 p.m. on Christmas Eve 1903, Cymric sailed from Pier 6, Hoosac Tunnel Docks, for Queenstown and Liverpool, having the light list expected for the date and season: 7 saloon and 32 steerage but her holds and animal pens were well-filled. On the first shipment of cattle by a White Star ship from the port, there were 739 steers aboard and her holds and reefers filled with 700 tons of refrigerated beef, 24,000 bushels of wheat, 700 tons of provisions, 1,000 tons of lumber, 50 tons of flour, 574 barrels of apples and 170 tons of hay.  As she was on the New York run, The Big Ship Cymric was the epitome of the working ship and a profitable one at that. Now she would settle down on the Boston run, giving the best years of her life and a decade of faithful and reliable service.

In 1903, Cymric completed

• ten round voyages Liverpool-Queenstown-New York carrying 8,642 (1,016 saloon and 5,304 steerage) westbound and 2,372 (907 saloon and 1,465 steerage) eastbound for a total of 11,064 passengers.
• one round voyage Liverpool-Queenstown-Boston carrying 183 (40 saloon and 143 steerage) westbound and 39 (7 saloon and 32 steerage) eastbound for a total of 222 passengers. 
• combined passenger carryings: 11,286

1904

When Cymric reached Queenstown on New Years Day 1904, she reported sighting a full-rigged ship on the rocks at Seven Heads on the west coast of Ireland, Faulconier of French registry, inbound from San Francisco. Her crew was saved by another vessel. Cymric arrived at Liverpool on the 2nd. 

That winter and though the end of April, Cymric and Cretic held down the Boston run.  Cymric left Liverpool on 7 January 1904 on her first voyage of the year, and after calling at Queenstown (9), had 17 saloon and 91 steerage passengers (said to represent 12 nationalities). Arriving below Boston light at 8:30 p.m. on the 16th, but did not go alongside her Charlestown pier until 11:00 a.m.  It was another rough and windy winter crossing and on the first three days, westerlies and high seas, kept her days' runs to less than 300 miles and only 230 miles on the 10th. On the 8th she passed Georgic.  The passage was done in 8 days 15 hours and 13 mins. 

It was a hard winter and a snowstorm blocked railroad lines into Boston so that Cymric,  to have sailed for Liverpool on 21 January 1904, did not get away until the next day, awaiting a consignment of fresh meat and cattle.  She left with 16 saloon and 74 steerage, 751 head of cattle and a general cargo of cotton, lumber and apples. She reached Queenstown on the 30th and Liverpool the following day.  

A heavy snowstorm greeted Cymric  as she arrived off Boston light the evening of 14 February 1904 and she wasn't going any further with zero visibility at times.  Her unfortunate but few passengers-- 15 saloon and 148 steerage-- could not disembark until the next afternoon. It was report the ship "had boisterous weather the whole way across."  Her most valuable cargo-- 14 cases in all-- was a collection of famous pictures, etchings and drawings by Whistler, valued at $144,000 for customs purposes, and destined for an exhibit in Copley Hall. According to the Boston Globe, "The greatest possible care was taken of the pictures on the passage. They were stored in the forward stateroom section of the steamship on the port side. ' This section was kept locked, except when ohe of the ship's officers visited the collection three times a day to see that everything was undisturbed. The pictures came in free of duty."

Cymric left Boston on 18 February 1904  with a portion of her cargo (including 40,000 bushels of grain), held up west of Buffalo owing to snow blocked railroads, and one dog which a steerage passenger had attempted to smuggle aboard, the import of dogs into Britain requiring a special permit. In all, she left with 18 saloon and 83 steerage.

Finally favoured with fair weather, Cymric docked at Charleston, Boston on 12 March 1904, shortly after it was vacated by the outbound Canopic, and recorded a passage just a few minutes shy of eight days from Daunt's Rock to Boston light, a distance of 2,729 miles. She landed 16 saloon and 183 steerage, including 30 Russians. Among her animal passengers were six fox hounds.

Unusual for the time of year, rough seas were a feature of Cyrmic's May 1904 crossing beginning at Liverpool on 5 May and ending at Boston the morning of the 14th, but she still clocked Daunt's Rock to Boston light in eight days 18 minutes despite strong head winds.  In addition to 50 saloon, her 592 steerage passengers comprised 33 Spaniards, 26 English, 4 Scottish, 4 Irish, 46 Russian Jews, 1 Austrian, 1 Swiss, 15 Finns, 119 Scandinavians, 2 Belgians, 12 Italians and 63 Americans. 

After what the Boston Globe called a "comfortable passage of eight days, one hour and 46 minutes," Cymric docked at Boston the morning of 11 June 1904, after averaging 14.3 knots or 350 miles a day over. It was further reported that "a concert was held in the saloon Friday evening at which Mrs. Blake Walker, Mr. & Mrs. Louis F. Brown and Dr. W.R. Lang were the principal artists;" they were among the 45 saloon and 215 steerage passengers aboard.  Outbound on the 16th, she took away 138 saloon, 149 steerage and 750 head of cattle. 

Cymric, which left Liverpool on 30 June 1904, and Queenstown and had a fine passage of 7 days 22 hours and 21 minutes from Daunt's Rock to Boston light, arriving on 9 July with 50 saloon and 263 steerage passengers.  Taking advantage of cut rates that summer, Cymric's return crossing on the 14th was well-booked with 484 in steerage, mostly returning Irish and Scandinavian domestics visiting home and collage students, as well as 85 saloon passengers. 

Credit: The Boston Globe, 24 July 1904.

"Steamship interests will be surprised to learn that the White Star Line intends to inaugurate a service between New York an the Mediterranean, or rather is to divide with the metropolis its Boston service to southern Europe," so the Boston Globe on 24 July 1904  reported that White Star's Boston to Liverpool service would be denuded of Republic and Cretic which would be detailed to a new service from New York to the Mediterranean to augment that from Boston with Canopic and Romanic.  Republic's last sailing from Boston to Liverpool would be 8 September and that of Cretic upon her arrival in Boston from Liverpool on 21 October. As the Globe concluded, "The Cymric will be the only steamer left in the White Star Line's Boston-Liverpool service, unless one of the other boats of the line is sent here. There is some talk of placing the comparatively new steamer Arabic on this, so that this end of the company's business will be properly taken care of."

Rate reductions for steerage (as low as 35 s. a head) continued to spur business that summer and Cymric had 486 in that class and 85 in saloon when she sailed from Boston on 14 July 1904 as well as full cargo of 68,000 bushels of corn and 753 cattle.

In what even the Liverpool Mercury called "an imposing display of ocean passenger liners" was evident in the Mersey on 1 September 1904 with the Cunarder Aurania arriving from New York, Cymric sailing for Boston, the White Star liner Persic departing for the Cape and Australia, the Allan line Parisian off for Quebec and Montreal as was Dominion Line's Kensingston.

With an extraordinary 1,310 steerage passengers as well as 202 in saloon, Cymric cleared Queenstown for Boston on the 1st where she docked on the 10 September 1904. Her steerage passengers were in addition to 2,500 arriving in Saxonia and 800 in Romanic in the last few days, overwhelming the facilities in the port.

There was bit of excitement attending the otherwise routine departure of Cymric from Boston on 15 September 1904. When easing off her berth, a strong current carried her against the Warren liner Michigan at Pier 5, and Cymric was, with difficulty, pushed backed into her own slip while both ships were inspected for damage. With none found, Cymric, now two hours late, sailed again at 3:30 p.m. No sooner had she  had backed out,  a Boston police boat steamed up alongside and two Providence, RI, detectives scrambled aboard intent on finding a man suspected of murder of his brother.  White Star complied with their search but insisted it be made whilst the ship continued her passage out of the harbour. Having failed to find the suspect aboard, the detectives alighted onto the police as Cymric was passing out of the outer harbour. She had 36 saloon, 144 steerage and 745 cattle aboard and 952 bales of cotton and other cargo aboard.

Cymric alongside the Prince's Landing Stage, Liverpool, with the White Star tender Magnetic. Credit: wikidata

"A scene of exceptional bustle" was evident at Prince's Landing Stage on 29 September 1904 as veritable parade of liners came and went on their lawful occasions. Departing were Allan's Parisian, Dominion's Southwark, Pacific Steam's Orita, the Booth liner Augustine and Cymric, "the crowded appearance of the vessel showed the travellers' appreciation of the White Star Line," and arriving was Aurania.  Crowded indeed and Cymric, by the time she passed out of Queenstown the following day, had 1,254 steerage and 98 saloon passengers, including the Irish peer Rt. Hon. Lord Talbot de Malahide and his wife and son.  Among the steerage were 261 English, 312 Irish, 76 Russians, 34 Scots, 1 Pole, 28 Turks, 4 French, 3 Germans, 1 Welsh, 3 Austrians, 120 Scandinavians, 18 Spanish, 58 Finns and 334 U.S. citizen.  Cymric, after encountering a patch of rough weather, had a good passage and arrived at Pier 7, Hoosac, on 8 October. She was commanded by Capt. D. Kerr for the first time, replacing Capt. Thompson who went to Arabic. Capt. Kerr was previously on White Star's Australia run. A busy day at the Charlestown piers saw Canopic sail for the Mediterranean just a few hours before Cymric docked. 

Outbound for Liverpool on 13 October 1904, Cymric is listed as having had 41 First, 20 Second and 171 Third Class passengers, the first time to date she is shown to carry a Second Class and how they were accommodated aboard is not known.  She also left with 1,608 bales of cotton and 750 cattle.

That winter, several lines reduced their sailings and the IMM ones in particular. White Star's Boston service would be reduced to but four weekly with Cymric alone on the route and scheduled to sail from Liverpool on 3 November and 3 December. 

Unexpectedly back in command of Cymric, Capt. T.P. Thompson celebrated his reunion with his ship with her fastest crossing to date on the Boston run: 7 days 14 hours and 9 mins.  From Daunt's Rock to Boston Light. She left Liverpool on 3 November 1904 and Queenstown the following day and arrived off Boston light the evening of the 11th and docked the following morning at Pier 7, landing 91 saloon and 1,005 steerage passengers. Among those in saloon was Capt. W. Anderson, marine superintendent of United Fruit Co., returning from supervising the construction of three new fruit boats at Belfast.  Cymric's cargo constituted one of the biggest from England in a long time, including 4,533 barrels of grapes, 2,000 bales of wool, 500 bales of cotton, 400 cases of onions, 422 cases of figs and 235 cases of raisins. 

Owing to the late autumn tides, Cymric embarked her passengers (18 saloon and 169 steerage) the evening of 17 November 1904, sailing at 6:00 a.m. the following morning for Liverpool. She took out a big cargo including 753 cattle and 17,000 barrels of apples.

Credit: The Boston Globe, 15 December 1904.

On her final voyage of the year, Cymric cleared Liverpool on 3 December 1904, now commanded by Capt. J.B. Ranson, and after calling at Queenstown the next day, had 38 saloon and 702 steerage passengers who shared a very stormy passage indeed as described by The Boston Globe, 15 December 1904: "… from the very onset she encountered westerly gales, fierce squalls and mountainous seas. During the most severe weather, when the wind blew with cyclonic fury and the seas beat against the bows with terrific force, the progress was greatly retarded, and with her engines going at full tilt she covered less than half the distance she usually makes." Sadly, a passenger, Mrs. Margaret Gaskill, aged 32, was stricken with acute bronchitis and passed away. Almost two days late, Cymric docked at Boston late afternoon on the 14th.

Credit: The Boston Globe, 22 December 1904.

As if to clear the books for the year, among Cymric's 80 steerage passengers sailing from Boston on 24 December 1904 were 24 deported "undesirable immigrants," the most in quite sometime, in addition to six saloon passengers.  Her cargo included one of the largest exports of grain from Boston in some months, totalling 35,089 bushels of wheat and 86,000 bushels of corn as well as 9,297 barrels of apples. 

In 1904, Cymric completed

• eleven round voyages Liverpool-Queenstown-Boston carrying 6,864 (643 saloon and 6,221 steerage) westbound and 2,075 (443 saloon, 20 second cabin and 1,612 steerage) eastbound for a total of 8,939 passengers.

1905

Credit: The Boston Globe, 19 January 1905.

In November 1904, Cymric had put in her fastest crossing to date, but her first of the New Year would be one of her slowest ever.  Some three days late and beset by bad weather even on departure in the Mersey Channel on 7 January 1905, she took 12 days to finally reach Boston on the 19th. Once finally clear of Queenstown, it was a succession of gales from the northwest to southwest and heavy seas so that on the 13th, she covered only 170 miles, half her average, and 191 miles on the 17th.

Credit: The Boston Globe, 29 March 1905.

Cymric brought in 19 saloon and 550 steerage, described by local immigration officials as being 'the worst class physically that have been landed here in years." Fully two thirds were held up for doctor's certificates or for being penniless and 75 had sore eyes and suspected of having trachoma. Many were Russian Jews sponsored by a Hebrew association in London and many would have to be sent back. One was detected to have smallpox and 150 others vaccinated as a result.  Clearly White Star unlike Red Star and the German lines was not doing as good a job vetting their immigrant passengers before boarding and would pay dearly for it, $100 per person for anyone landed with trachoma being assesed as the penalty.  When Cymric sailed for Liverpool on 25 January 1905, she had 34 saloon and 83 steerage, including 15 deported immigrants with trachoma from the trip over.  Her outbound cargo was considerable with 22,000 barrels of apples, 86,225 bushels of corn, 1,500 tons of provisions, her four reefer compartments packed with meat and also 749 head of cattle in her livestock pens. 

Cyrmic plied the Boston run on her own that winter, January-April, but on 9 February 1905, the Boston Evening Transcript reported that come April the splendid Arabic would join her on the route along with Republic to considerably improve the Boston service, at least in high season. Arabic would rank as the largest liner yet serving the port.

Credit: Boston Evening Transcript, 28 March 1905.

The Irish and Boston were and remain inseparable and proving the point when Cymric (Capt. Kerr)  docked at Charlestown after an uneventful crossing on 28 March 1905, of her 1,300 steerage passengers, 736 were from Ireland, 600 boarding in Queenstown.  According to the Boston Evening Transcript, "on the whole they impressed the immigration inspectors favorably, for they were a sturdy intelligent looking body of men, women and children." It was also reported that about 100 would be immigrants were refused embarkation at Liverpool, mostly Russian Jews, for having insufficient funds or medical issues.   As for the crossing, it was remarked that given recent weather, "the Cymric got off easily. She had only one or two gales, and suffered no damage from the heavy northerly swell which she encountered most of the way across." The run from Daunt's Rock to Boston light was accomplished in 8 days 13 hours 20 mins. On return passage beginning 5 April, it was the typical light load for off season with but 28 saloon and 140 steerage, but an epic cargo including 111,428 bushels of corn and 753 head of cattle. 

Credit: The Boston Globe, 28 March 1905.

With another new commander, Capt. W.S. Atkin, RNR, formerly of Ionic on the Australiasia run, Cymric which had arrived off Boston light the previous evening, docked at Pier 6, Hoosac docks, the morning of 9 May 1905. She landed 60 saloon and 860 passengers, of the latter, 413 were Irish. Later the same Canopic came in and while her saloon passengers could land, her 1,628 steerage had to remain aboard until the following day as officials were swamped with Cymric's arrivals. Outbound grain shipments remained substantial and Cymric had 172,000 bushels of corn, 15,000 bales of cotton, 500 tons of provisions and 750  head of cattle in addition to 45 saloon, including novelist George W. Cable, and 153 steerage when she departed for Liverpool on 11th. No longer alone on the route, she was joined that month by Arabic and Republic in June and "The Big Ship" found herself the third largest of the three.  

Credit: The Boston Globe, 5 June 1905.

Ending a passage "without any untoward incident," Cyrmic docked at Charlestown just before 6:00 p.m. on 4 June 1905. Headwinds slowed her progress on a few days and on the 1st "a large and lofty iceberg" was passed three miles distant. Her 107 saloon passengers disembarked that evening but except for the American citizens among them, the 757 steerage were landed and processed the following morning, of whom were "three very old women," aged 83, 80 and 95 travelling alone.  It was additionally reported by the Boston Globe that "Friday evening a most enjoyable concert was given in the saloon, the talent being drawn from the passengers and ship's officers." Cymric was off for Liverpool on the 8th, having aboard 128 saloon and 213 steerage, 750 head of cattle, but no grain this trip.

Putting in a capital crossing, Cymric came into Boston on 9 July 1905, logging 7 days 21 hours 55 mins from Daunt's Rock to Boston light.  The noted English singer John Prouse, with his family, were among the 50 saloon passengers, and were ultimately bound for Wellington, New Zealand for a concert tour there with Kubelik, the violinist.  The most valuable cargo were 10 French and two English blooded stallions consigned to J.P. Trueman of the Pioneer Farm, Bushnell, Illinois, and described by the Boston Globe, as "one of the most valuable shipment of horses ever received here and they were the objects of constant care during the trip. They were all landed in best possible condition. After being allowed to rest during the day, they were sent went on a special horse car attached too the regular through train last evening."

Cymric at Boston. Credit: Daily Mirror. 

Cymric cleared Boston early morning on 13 July 1905 In addition to 131 saloon and 154 steerage,  six college boys signed on as cattle punchers, including three local lads, to work their passage over which was a tradition on the cattle boats during summer break.  They would have 752 cattle to tend to, but her outbound cargo was light and again no grain carried. 

The ship's next voyage, turning around at Boston 13-17 August 1905 was notable for introducing another captain to the ship and route, Capt. F.E. Beadnell, RNR, formerly of Gaelic, with Capt. Atkin appointed to command Arabic. 

With a typical end of summer big list of returning tourists, there were a record (for the year)  204 saloon passengers as well as 480 in the steerage to land when Cymric docked at Boston on 10 September 1905. Among her steerage passengers were 64 Russians Jews fleeing the pogroms there. Capt. Beadnell reported the first five days of the crossing featured "fresh breezes, gales and high head seas," but the rest of the passage had fine conditions.

Credit: The Boston Globe, 19 September 1905.

The Boston Transcript of 16 September 1905 reported "rumors have gained currency of late that the winter plans of the White Star line contemplate a suspension of the Boston-Liverpool service," based on the pending reassignment of Republic to the Mediterranean run and Arabic beginning what would be popular off season cruising and it was additionally surmised that Cymric would "run her until December and then will be laid up at Liverpool unless freights pick up materially," and the story was picked up by the Boston Globe three days later. 

Credit: The Boston Globe, 9 October 1905.

With a fast enough crossing to arrive quite unexpectedly the evening of 7 October 1905 rather than the following morning, Cymric still waited to the next morning to land her 126 saloon and 515 steerage passengers.  The total time, her best in fact since joining the Boston service, from Daunt's Rock to Boston light was 7 days 14 hours. Among the saloon passengers was Mrs. Ion H. Perdicaris, wife of the American who had been held hostage by brigades in Morocco several months ago, the incident being made into a movie, many years later, "The Wind & Lion." Mrs. Perdicaris was "accompanied by a maid and brought 27 trunks," and met on the pier by her husband. Miss C. Hellos was also aboard with 12 performing lions to fill a 20-weeks engagement in New York. The animals were in cages in the forward hold and two lion tamers in attendance. 

Cymric's return crossing of 12 October November 1905  was delayed  30 minutes when Pinkerton detectives went aboard before sailing to conduct a thorough inspection of the vessel and question passengers, looking one Edward G. Cunliffe wanted on a charge of larceny over the disappearance of $100,000 belonging to the Adams express company. The delay permitted two passengers who otherwise would have missed the boat to embark in time and without success, the Pinkerton men left and Cymric with 32 saloon and 108 steerage and a huge capacity cargo of 50,000 bushels of wheat, 15,000 bushels of barley, 800 tons of flour and oatmeal, 500 tons of provisions, 450 tons of lumber, 200 tons of paper, 350 tons of hay, 1,500 bales of cotton, 6,000 barrels of apples and 753 head of cattle was on her way, Mersey-bound. 

The Boston Globe of 30 October 1905 reported that on next arrival (6 November) Cymric would have 45 saloon, 62 second cabin and 320 steerage, noting "The Cymric has hitherto carried only first and steerage passengers, and carrying second cabin passengers is distinctly an innovation. Her accommodations for this class, however, are exceptionally commodious and comfortable. Before leaving Liverpool her lower dining room was transformed to a second cabin saloon, and all the second cabin passengers are berthed in staterooms on the saloon deck." Rather uniquely, this additional subdivision of classes was done almost entirely for the accommodation of Mormon travellers, evangelicals outbound and new converts, mostly from Scandinavia on the return and was confined only to specific sailings.

Cymric arrived at Liverpool on 24 October 1905 and after a very quick drydocking (not to mention the cobbling together of her "second cabin" class, sailed for Boston three days later, back under the command of Capt. D Kerr. Her first trip as a three-class ship, she had 43 First, 65 Second and 370 Third Class passengers aboard by the time she left Queenstown.  "When only 100 miles from Queenstown the ship went into the smother of the gathering westerly gale, which steadily increased in fury until it blew with hurricane velocity. For two days the speed of the vessel was cut down to seven knots an hour and she lost time which she was unable to make up. (Boston Globe, 6 November 1906).  Twenty-four hours late, Cymric docked at Boston the morning of the 6th. Her newly created Second Class accommodation was almost entirely booked by 62 Mormon converts, recruited from half a dozen nations and Europe and en route to Salt Lake City and Ogden. Her cargo was about 3,000 tons of general merchandise. 

Credit: The Boston Globe, 9 November 1905.

Just as the White Star liner Cymric was warping out of her berth at Hoosac docks at 8 yesterday morning a cab, tore up the pier and a handsome young woman, stylishly attired in a  gray traveling costume, hurriedly alighted. She had booked passage on the steamer and when she found that it had sailed she besought the steamship officials to permit her to embark from one of the tugs still within hailing distance.

The young woman was Miss G. W. Tarbolton of Melbourne, on her way to England to complete her musical studies. Passenger agent Farley of the line hailed the captain of the tugboat Peter W. French, and in charge of Mr. Kieley, one of the White Star line attaches, the young woman went on board the tug and was taken to the steamer, which was then out in the stream swinging around. The Cymric sailed promptly at 8 a m.

The Boston Daily Globe, 10 November 1905

In addition to Miss Tarbolton, Cymric left with 27 saloon and 108 steerage (and no second cabin) and a enormous cargo the last of which was not put aboard until 15 minutes before sailing. She left with 80,000 bushels of oats, 120, bushels of wheat, 4,000 barrels of apples, 500 tons of provisions, 200 tons of hay, 350 tons of flour, 300 bales of cotton and 763 head of cattle. 

Credit: The Boston Globe, 4 December 1905.

It was the hardest passage the vessel has had since her entry into this service, and while her safety was never in doubt there was not a passenger on board who would care to pass through a similar experience again. They had nothing praise for Capt. Kerr for the way he handled the big liner.

The Boston Globe, 4 December 1905.

Cymric's final westbound crossing for the year was a frightful one. Having sailed from Liverpool on 24 November 1905 and from Queenstown the next day, she passed into a shifting wind and gathering gale by the following day which grew in intensity with a "high confused sea," and these conditions persisted until the 29th when it deteriorated into a full hurricane with mountainous seas with winds of 100 mph and higher except the ships instruments did register than high. Passengers were ordered to remain below decks for their safely and Capt. Kerr hove the ship to, and she logged but 205 miles that day. The captain told reporters he had never experienced such a blow in his many years at sea. The weather only moderated as she approached the coast. 

Thirty-six hours later, Cymric looking no worse for the experience and still gleaming in fresh paint, docked at Boston at 9:00 a.m. on 4 December 1905. In all the voyage occupied 8 days 24 hours 8 mins from Daunt's Rock.  She disembarked 38 First, 83 Second and 268 Third Class passengers and as the previous crossing, the entire Second Class was booked by a group of Mormon converts, all from Scandinavia.  As soon as Cymric was tied up to her pier, her ensign and houseflag were lowered to half mast in respect  to Sir Clinton E. Dawkins, one of the vice presidents of White Star Line and a partner of J.P. Morgan, who had died in London the previous day. 

Cymric sailed before daylight on 7 December 1905, with 35 First, 17 Second and 257 Third, the Second Class mostly occupied by Scandinavians returning home for Christmas. Again, her holds and animal stalls were well filled with 70,000 bushels of barley, 34,286 bushels of corn, 600 tons of provisions, 7,000 barrels of apples, 5,000 bales of cotton, 350 barrels of flour, four full reefer spaces and 753 head of cattle.  She arrived at Liverpool on the 16th.

In 1905, Cymric completed

• ten round voyages Liverpool-Queenstown-Boston carrying 6,879 (726 saloon, 83 second cabin and 6,070 steerage) westbound and  1,906 (487 saloon, 17 second cabin and 1,402 steerage) eastbound for a total of 8,785 passengers.

1906

Despite the Boston papers reporting that White Star were going to let the Liverpool-Boston service lapse that winter, Cymric remained to fulfill it, on her own, from January to late April, just as she had the previous winter.  Republic went on the Boston-Mediterranean run and Arabic was chartered by American cruising pioneer Frank C. Clark for a long Mediterranean cruise. 

Cymric began 1906 in fine style with the fastest winter crossing in her career today, docking at Pier 7, Hoosac docks, on 6 January 1906 after steaming from Daunt's Rock to Boston light in 7 days 18 hours under  a new commander, Capt. A.E.S. Hambelton, RNR, formerly of Romanic. So fast was her passage that her arrival in the morning rather than late in the afternoon or the follow day, took everyone by surprise. When 892 miles from Boston, she passed a magnificent iceberg 100 ft. high and fully 300 ft. in length. Cymric landed 11 First, 67 Second (once again, almost Mormons) and 214 including a number of Jewish refugees from Odessa. 

Credit: Boston Evening Transcript, 13 January 1906.

In  a wonderful scene on 13 January 1906, Cymric, for Queenstown and Liverpool, Canopic, for the Azores and Mediterranean ports, sailed from Boston within 20 minutes of one another, with Canopic going first at noon and a full list of prominent Bostonians off for a winter cruise in the Med whilst the workaday Cymric took out 16 First, 30 Second and 100 Third and another big cargo: 71,000 bushels of wheat, 41, bushels of barley, 1,000 tons of provisions, 100 tons of cheese, 300 tons of flour, 4,000 bales of cotton, 150 tons of paper, 400 tons of hay, 3,000 barrels of apples and 753 head of cattle. 

Credit: The Boston Globe, 19 March 1906.

When Cymric (Capt. F.E. Beadnell) docked at Boston on 19 March 1906, the most celebrated passenger among her 49 First, 72 Second and 1,055 Third Class was the musical conductor Fritz Steinbach and his wife, coming over a series of concerts with the Philharmonic Society of New York. But her animal passengers got almost equal press attention, comprising twelve blooded English horses, a Welsh cob, two pairs of Indian game birds and a great English mastiff dog. It had been rough crossing and a tragic one with infant, travelling with another party of Mormons in Second Class, dying from pneumonia and buried at sea, and an 18-year-old Austrian boy, who died in a apoplectic fit and also buried at sea. Five Russian Jews, travelling in First Class, were found to have trachoma and would likely be deported. During the passage, another enormous iceberg was passed, 200 ft . High and fully half a mile long. Cymric battled westerly gales at the onset of the voyage and on the 14th, she logged only 192 miles.

There were 30 deported aliens aboard Cymric, a record from Boston, when she sailed for Queenstown and Liverpool on 24 March 1906 and among the 35 First Class passengers was prominent American architect William Rotch Ware.  Her cargo included 16,000 bushels of wheat, 40,000 bushels of corn, 75,000 bushels of oats and 750 cattle. 

With the largest number of steerage passengers brought into Boston from Britain by White Star that year, Cymric docked at Pier 6, Hoosac docks, on 22 April 1906. Altogether there were 1,356, representing 18 different nationalities, as well as 75 Mormons, mostly in Second Class.

When Cymric came into Boston on 20 May 1906, Capt. F.E. Beadnell, RNR, recounted to reporters having to thread his way through a large number of icebergs on the 16-17th which had drifted down with the Labrador current into the steamer tracks. 

On Wednesday, when the liner was in lat, 43 48' north, lon 43 07' west, an enormous berg was sighted. It was fully 800 feet long and 86 feet high. It lay directly in the steamer's path and she had to run to the southward to avoid running into it.

On the next day, in iat 42 26' north. Ion 49 58', a medium sized berg was seen to the northward, . while later that that day, in lat. 42 26' north, lon 50 17' west,  three large bergs were passed. One of the bergs was of enormous size, being more than half a mile long and 200 feet high, with lofty pinnacles which scintillated in the bright sunshine. Another berg was fully 850 feet long and 100 feet high. There was also great quantities of detached ice.

The bergs were drifting slowly in a southerly direction with the Labrador  current. The temperature of the water, was very low and the weather extremely cold  while in the vicinity of the ice.

After passing out of the ice zone a heavy fog shut in and for 20 hours it was impossible to obtain an observation. The weather during the remainder of the passage was clear and fine.

 Boston Globe, 21 May 1906

There was a goodly number of passengers landing: 50 First, 62 Second and 1,127 Third, quite a few of the latter were diverted to Boston on account of overcrowding on the New York-bound steamers and many had no funds to proceed there and White Star had to pay their train fares. Of the steerage, 440 were Irish.  Once more, the Second Class was almost entirely booked by a party of Mormon settlers bound for Utah.

With 85 saloon (no second class) and 267 steerage, Cymric sailed for Liverpool on 24 May 1906, 20 minutes late owing to the tide. 

By then, Arabic had re-entered the Boston-Liverpool run followed by Republic in July.

It's perhaps extraordinary today to appreciate that before shipboard wireless and radio communication, or in weather conditions, even observation on shore, that ships routinely just "showed up" at their respective ports with little or no advance notice other than printed timetables. So it was when, as described by the Boston Evening Transcript (18 June 1906): "The Cymric came up through the fog and was off her berth in Charlestown almost before anyone on shore was aware of it."  Her 95 saloon passengers including Lionel Edward Keyser, the new British vice consul for Boston, Alfred Britton of the White Star Line and James B. Connolly, writer and former Olympic athlete (on the U.S. team for the 1896 Athens Games), and 850 steerage, described as a "polyglot collection," by the Transcript. 

Cymric's sailing on her return crossing, 21 June 1906, with 195 saloon and 324 steerage, was the first of the traditional summer vacation season and wonderfully described by The Boston Globe:

With her rails on every deck lined with passengers, crowding each other for an opportunity to wave a last good-by to shouting friends on the dock, the White Star line steamship Cymric, Capt. Beadnell, left the Hoosac tunnel docks at 11:17 this morning on her way to Liverpool, Eng.

An unusually large number of persons gathered at the dock to see the ship and her passengers leave, and the scenes on the wharf were even more animated than usual at such occasions. The bright sun  shone on the handsome costumes of the women gathered with their escorts  on the pier, and the waving of dainty handkerchiefs, parasols, bouquets, sticks and parasols with  handkerchiefs tied to them, to be conspicuous above the heads of the crowd, made a very pretty picture.

On the Cymric the passengers crowded upon every vantage point about the decks and among the glistening brass in an effort to get a last glimpse of friends on the dock. All sorts of remarks were hurled back and forth from the ship to the pier, and on the Cymric's decks could be seen the usual number of men and women in tears at the parting from their loved ones, while others indulged in hysterical laughter to hide their true emotion.

Nothing caused more concern or sensation than the Yellow Flag at the masthead of an arriving ship and such was the case when Cymric came into Boston on 15 July 1906 with 53 saloon and 644 steerage passengers and two, one an Irish steerage passenger, aged 22, and the other, a crew member, suspected by the ship's surgeon of having smallpox. They were both isolated in the ship's hospital and on arrival, the port physician diagnosed both as having smallpox and ordered the yellow flag hoisted.  Both were taken off the vessel by the health boat Vigilant to the smallpox hospital on Gallops Island while all steerage passengers and crew who had not been vaccinated against smallpox, were so treated, some 689 in all. The ship was also thoroughly fumigated in the meantime.  It was not until 5:30 p.m. that Cymric was released from Quarantine and allowed to proceed to her berth, not tying up until 6:15 p.m.  As it was, the poor steerage passengers could not proceed ashore until the following morning.  It was a dismal end to what had been a pleasant crossing with "moderate breezes" and "the seas were as smooth as a mill pond," with an 8-day, 1-hour and 25-min. passage from Daunt's Rock to Boston light. And, it transpired that the two two men did not, in fact, have smallpox in the first place.

With rather less excitement, Cymric departed Boston on 19 July 1906 with 128 saloon and 199 steerage passengers, 11 of the latter being deportees. Her cargo included 23,000 bushels of wheat, 400 tons of provisions, 100 tons of flour, 500 tons of hay, 200 tons of lumber and 100 tons of asbestos. On the crossing over, however, on the 21st she passed closed to a sailing vessel of about 100 tons on fire and still burning strongly forward, but finding no signs of life aboard, she proceeded on her voyage and reached Queenstown on the 28th.

Cymric in the Mersey. Credit: National Museums Liverpool.

It being peak summer travel season, Liverpool's Princes Landing Stage and Riverside Station were thronged with passengers and well wishers on 10 August 1906 with the sailings of Cedric, for New York; Empress of Britain for Canada; and Cymric for Boston whilst Arabic arrived from that city as well. Cymric's uneventful  crossing, which ended upon her arrival at Boston on the 19th, was enlivened by a wedding conducted in the library shortly after docked, between Miss Ada Maude Proudfoot of London, a passenger, and Armand Lherbler of Baltimore, performed by Rev Albert E. George, of St. Mary's Episcopal Church, East Boston. Among the 170 saloon passengers was a distinguished British surgeons, including Sir James Barr and Lady Barr, en route to Toronto for the annual convention of the British Medical Society whilst two other passengers were bound for the National Convention of the U.S. Master Butchers' Association.  Cymric also landed 434 steerage passengers.

Among those aboard Cymric's return crossing, sailing on 23 August 1906,  was Ike Bradley, the 8-stone champion of England, after his American tours, telling reporters on arrival at Liverpool on 1 September 1906 that "he was sorry to find that the Yankee lads were all too big for him."

White Star certainly liked to "mix things around" and when Cymric sailed from Liverpool on  7 September 1906, she had yet another new commander: Capt. C.A. Bartlett, RNS, previously commanding Republic, replacing Capt. Beadwell who went to Gothic on the New Zealand run. With her best saloon list for the year, Cymric arrived at Boston on the  17th with 193 passengers in that class and 596 in steerage. Among those in saloon was Gen. Charges W. Bartlett, Democratic candidate for Governor of Massachusetts a year previous.  Cymric had departed Liverpool the day before the Harvard-Cambridge race but received the results when she passed the American liner New York, bound from Southampton to New York, by Morse lamp. Those days were almost over with the announcement that upon her return to Liverpool, Cymric, would have wireless telegraphy apparatus installed and all White Star liners so equipped in due course.

The summer rush was clearly over for when she sailed for Liverpool on 20 September 1906, Cymric had only 24 saloon and 114 steerage, but her holds and stalls were positively packed with 71,000 bushels of wheat, 400 tons of flour, 2,600 barrels of apples, 150 tons of lumber and 752 head of cattle. One steerage passenger almost missed the boat and prevailed on the shoreside staff to let him go out to the liner, already underday, by the tug Juno and clambered up the ship's side by rope ladder, leaving his trunk behind which was forwarded the following week by Arabic. 

Not a route to be long spared the rigours of weather, Cymric, which sailed from Liverpool on 5 October 1906 and cleared Queenstown the following day,  ran into "boisterous" conditions early in the passage and by the 7th the westerly breeze freshened to a moderate gale and reached its peak on the 8th, accompanied by a tremendous sea. Capt. Bartlett was obliged to cut her speed to but 7 knots and in 24 hours, Cymric covered only 225 miles. Conditions improved and in all,  the crossing from Daunt's Rock to Boston light was done in 8 days 2 hours 13 minutes and she docked at Boston on the 14th, landing 73 saloon and 448 steerage passengers. 

The October crossing proved a tranquil idyll compared to Cymric's ensuing westbound crossing, beginning from Liverpool on 3 November 1906 and calling en route at Queenstown the next day. On the 6th what had been a rough crossing turned terrifying for her passengers when that night, the wind "began to blow with cyclonic fury and the vessel plunged and rolled frightfully. The passengers became pretty much alarmed, and in the steerage they were praying for their safe deliverance. When the storm was at its height the guys to the heavy boom on the mizzenmast parted and the boom fell with a crash, terrorizing many of the immigrants who feared the craft was doomed. The boom in its descent smashed one of the starboard lifeboats and carried away the small bridge known as the island bridge, on the starboard side aft, besides damaging the rigging.  The vessel was hove to for hours, and during that time she rolled heavily, shipping great quantities of water." (Boston Globe, 12 November 1906). Five passengers were injured, one with a dislocated shoulder, another with broken wrist, one with a broken collar bone and another with a severe scalp wound. Despite the weather, Cymric put in a splendid passage and her time from Daunt's Rock to Boston light was 7 days 17 hours 36 mins. With her lowest day's run being 318 miles and her best, 364. She landed 112 saloon passengers, including the musician S. Coleridge-Taylor, and 587 steerage. 

One of the first wireless messages sent from Cymric advised of her delayed arrival at Boston in December 1906. Credit: The Boston Globe, 8 December 1906

After undergoing her annual drydocking on the Mersey, Cymric returned to service on 30 November 1906 with more than just a fresh coat of paint, but with a full Marconi wireless installation, radio shack and an operator. The new communication facility was soon used when she wired on 8 December that she would be a day late owing to a strong head wind and rough sea.  She arrived on the 10th, landing 34 saloon and 295 steerage. Her final crossing of the year, saw Cymric departing Boston on the 15th with 19 saloon, 100 steerage and over 700 head of cattle. 

In 1906, Cymric completed

• twelve round voyages Liverpool-Queenstown-Boston carrying 9,094 (884 saloon, 294 second cabin and 7,916 steerage) westbound and 2,578 (675 saloon, 99 second cabin and 1,804 steerage) eastbound for a total of 11,602 passengers. 

1907

The New Year began with the major announcement, on 7 January 1907, that White Star were changing the terminus of their express mail service to New York from Liverpool to Southampton effective 5 June,  employing the new Adriatic, Majestic, Oceanic and Teutonic, but maintaining an intermediate service from Liverpool with Baltic, Cedric, Celtic and Arabic.  This would mean that the Boston service, whilst still from Liverpool, would be reduced to a fortnightly frequency even in high season with only Republic joining Cymric and Arabic making but two roundtrips in early May and June before being replaced by Republic. Sailings would be on Wednesdays from each side instead of Thursdays from Boston and Fridays from Liverpool.  In 1907, White Star offered 19 round voyages to Boston versus 23 in the previous year.

Immune from all this chop and change, Cymric remained the one constant on the Boston run, month in and month out, as before.  She sailed from Liverpool on 3 January 1907 with another new commander, Capt. H. Smith, RNR, formerly of Runic, and it proved a real doozy of a voyage.  Departing Queenstown on  the 4th, it did not take long for Cymric to run into classic Winter North Atlantic weather, and what was called "temptestious" conditions deteriorated quickly and by the 6th, she was in the teeth of a full gale that reduced her day's run to 262 miles. Hurricane-like conditions ensued by the 8th and as described by The Boston Globe (14 January 1907):

...she plunged into seas which broke over her decks and sent the spray high into the rigging. Heavy squalls accompanied the blow and the steamer was fighting her way against one of the worst gales she ever experienced. During that 24 hours she traversed but 190 miles.  The next day there was some improvement in the conditions and she was able to reel off 275. Jan 11 came the climax of the bad weather and in the teeth of a terrific westerly gale and high confused sea the Cymric covered only 183 miles. On this day she pitched and rolled heavily, the giant seas alternately tossing her bow skyward and throwing her stern out of water, while the propellers raced. Staunch and well found the steamer came through the ordeal without the slightest damage, but most of the passengers were suffering from seasickness and remained below.

"Staunch and well found," indeed and a fitting description of one very tough, well-built vessel.  As the weather moderated, Cymric built up to 360 miles a day and continued westward. Her passenger list had been increased by one for on 9 January 1907, Mrs. Annie Hedberg, a steerage passenger who was returning with her husband from a visit to Sweden, gave birth to a boy who was christened aboard by Rev. P.A. Luckie of the African M.E. Church, Georgetown, Demerara, as Ashley Cymric Hedberg, sponsored by Capt. Smith, Purser Rooney and Miss Beatrice Thompson. A day tardy, Cymric arrived at Boston late on the 13th with 27 First, 48 Second and 236 Third Class passengers. Once again, the Second Class was entirely booked by Mormon converts, mostly from Sweden, and this intermediate class would be offered for the purpose for the winter season only.   

As announced on 3 January 1907, Cymric would  "carry the full New England mails for the British Isles and Continent. This duty comes to the Boston steamer only occasionally."  R.M.S. Cymric sailed from Boston at 1:15 p.m. the afternoon of 17 January 1907 for Queenstown and Liverpool with 27 First, 22 Second and 81 Third Class and a cargo of 69,435 bushels of corn, 16,000 bushels of wheat, 100 tons of provisions, 400 tons of flour, 300 tons of paper, 4,500 bales of cotton, 2,500 barrels of apples, five reefer compartments filled with fresh beef and in her stalls, 753 head of cattle-- and the Royal and United States mails. 

What was surely the toughest and hardest working steamer in the White Star fleet, sailed from Liverpool on 7 February 1907 and Queenstown the next day and once again, went straight into the worst of winter North Atlantic weather and "fighting her way against westerly gales and fearful seas all the way across." The Boston Globe, as usual, provided a wonderful account of the stormy crossing:

On passing Daunts rock she struck into a high, dangerous sea and a modern westerly gales and from that time until making fast to berth there was not a pleasant day. Feb 10 the steamer logged 287 miles, 11th 279 miles, 12th 223 miles, 13th 244 miles, 14th 227 miles, 15th 325 miles, 16th 300 miles, 17th 340 miles  

The Cymric ran into the bay at midnight last night, and at 2 a.m. was off the lightship. A severe winter blizzard prevailed, and the liner, unable to get a pilot, stood off, At daylight she rain in again and was sighted by the pilot. The waves were running in mountains, and the work of putting pilot Fossett on board was attended with the greatest danger. For two hours the pilot canoe was maneuvered before he could be taken on board. Then when it cleared the ship started for the harbor.

There, too, was an unfortunate death aboard when Louis Cohen, a Russian Jew, aged 22, was stricken with inflammation of the bowels on 11 February 1907 and despite the efforts of the ship's surgeon, passed away on the 13th and buried at sea. 

Credit: The Boston Globe, 18 February 1907.

A day late, Cymric docked on 18 February 1907, her passenger list was made up of 20 First, 51 Second and 316 Third Class, with Second entirely booked a party of Mormons. Among the First Class passenger was Karl Ohm and Miss Mary Ohm with a troupe of four trained monkeys, two bears, two ponies and two dogs. Once again, the homeward crossing, commencing the 21st, was light on passengers (27 First, 26 Second and 63 Third) and heavy in cargo including 50,605 bushels of wheat and 51,429 bushels of corn. 

Leaving Liverpool on 14 March 1907, Cymric (Capt. H. Smith) reached Boston light at midnight on 24-25th. She was again beset by heavy winter weather and a full 36 hours late owing to the strong westerly winds and gales which were a constant during the first half of the crossing.  Among the 34 First Class were Hon. Herbert H.D. Pierce, the U.S. minister to Norway, and Mrs. Pierce. She also had 80 Second Class (all Mormons) and a very heavy list of 1,078 in Third Class.  Of these, 500 had to be vaccinated against smallpox when one Greek was found to afflicted with the disease, and in the words of the Boston Evening Transcript, "so that sore arms and vexed tempers prevailed today."  In the end, the ship was detained at Quarantine most of the day and did not finally come alongside Pier 6 until nearly 8:00 p.m.

There was no grain in her holds on her return crossing, beginning 30 March 1907, but her bill of lading was no shorter for it and Cymric took out 1,500 tons of provisions, 3,000 bales of cotton, 16,000 bushels of flaxseed, 250 tons of flour, 200 tons of lumber, 2,500 barrels of apples, 1,200 barrels of tallow and grease and 753 head of cattle.  Her passenger list comprised 90 First, 7 Second and 78 Third Class.

Cymric (Capt. D. Kerr) had yet another tempest-tossed crossing from Liverpool (departing there 12 April 1907) and Queenstown with "almost continuous bad weather and with the worse experienced on the 18th when she logged only 233 miles and she was a day late reaching Boston. 

Boston Immigration officers marked 22 April 1907 as a day to be reckoned with as Romanic arrived with 1,582 steerage passengers from the Mediterranean and Cymric from Liverpool with another 1,319. Those on Romanic were processed first and into the first half of the following day and then Cymric's in the afternoon, aided by the fact, according to the Boston Evening Transcript, that her "passengers also proving somewhat better in class than those usually brought by this ship."  There, were, however, three cases of "insanity" aboard, requiring the use of a straight-jacket on one and all would be sent back. Owing to her late arrival, Cymric's sailing from Boston was put back a day to the 26th and she took out 90 First and 144 Third Class passengers

Capt. William Finch, RNR. Credit: Liverpool Journal of Commerce. 

Few successive voyages of the White Star liner Cymric to this port in the last year or so have been made under any one commander. In succession there have been Captains Bartlett, Beadnell, Smith and Kerr, and on the bridge, when the liner came up the channel this morning from Liverpool and Queenstown, was Lieutenant W. Finch, RNR, recently transferred from service in the Pacific.  

Boston Evening Transcript, 20 May 1907.

With another new commander and 61 saloon and 1,286 steerage (the carriage of Second Cabin ceasingr for the rest of the year), Cymric docked at Boston on 20 May 1907. She was a day late, this time owing to fog and head winds from the Grand Banks to the port which materially reduced her speed. On the 15th, she ran into a heavy westerly gale and the following day she logged only 251 miles. Overall, her passage from Daunt's Rock to Boston light took 8 days 12 hours 35 mins. Of her steerage, 519 were Irish and there were 254 Russian Jews. On the 17th, the ship reported passing two moderately sized icebergs. Outbound for Liverpool on the 23rd, Cymric sailed with 49 saloon and 243 steerage and a monster grain cargo of 127,000 bushels of corn, 32,000 bushels of wheat and 17,000 bushels of flaxseed. 

June 1907 marked the new era for White Star, Southampton and Liverpool. For the last 20 years, the company's liners had Wednesdays as their departure day, augmented by occasional Friday sailings in high season. With the inauguration of Southampton as the terminus of the express service on the 6th (Wednesday), much of the traditional bustle around the Landing Stage was gone.  Now the intermediate service to New York from the Mersey was on Thursdays but Cymric made her first sailing on Wednesday, the 5th, departing in company with Manitoba of the CPR and American Line's Haverford. 

Cymric docked at Boston on 14 June 1907 and among her 76 saloon passengers, the most feted were the three Boston delegates of United Irish League of America, returning from the Irish convention who were met as Cymric came into the harbour.  Of her 767 steerage, 75 per cent were of British nationality.  On the return crossing, sailing the 19th, of the 217 saloon passengers, 75 were school teachers, and she had 400 in steerage as the summer rush got underway in earnest.  And as tradition, 30 college boys sailed as cattle tenders for the 753 animals on the voyage, to work their passage over.  She also took out 34,000 bushels of wheat and 25,000 bushels of corn and other cargo. 

It was storms in winter and fog off the Grand Banks and Cape in summer and after a smooth crossing with  "light breezes" had 24 hours of continuous fog at the end, "with the whistle sounding it sonorous blasts every few seconds to warn other craft of her approach" (Boston Globe) before Cymric (Capt. W. Finch) came into Boston at 5:00 p.m. on 12 July 1907 after crossing from Daunt's Rock in 8 days 7 hours 24 mins, having sailed from Liverpool on the 3rd.  She brought in 88 saloon and 668 steerage passengers. 

Splendid photograph of Cymric sailing from Boston, 17 July 1907. Credit: The Boston Globe, 18 July 1907.

There was often fog and heat and humidity, too as described by the Boston Globe as Cymric departed for Queenstown and Liverpool on 17 July 1907:

One of the best things about sailing on the Cymric yesterday, many of its passengers thought, was getting away from the heat that infested Boston.

The White Star liner began backing out of her berth at the Hoosac docks in Charlestown just on her sailing time, 3 o'clock, after nearly an house had been spent in hustline ashore hundreds of visitors who had some to see off the hundreds of passengers.

Many a passenger's friend panted, 'I wish I was going too,' and this time it was for an additional and special reason, as the speakers mopped their faces and pehaps stripped off their coats in the hope of gaining some slight relief from the heat and humidity…

Cheers went up from the crowd on the pier and handkerchiefs were waved on board and on shore as the vessel turned about in the stream and headed for water where even a south wind means comfortable temperature.

Aboard were 168 saloon and 333 steerage, 60,000 bushels of wheat, 200 tons of paper among other cargo and 650 head of cattle. It was reckoned her saloon list was the largest to date for a mid summer sailing to England. 

"Throughout the voyage the Cymric met with the most favorable weather and the passage was thoroughly delightful one to all on board."

The Boston Globe, 8 August 1907

Credit: The Boston Globe, 9 August 1907.

High summer weather and returning holidaymakers made Cymric's 1-9 August 1907 crossing a pleasant and fast one. She docked at 11:40 a.m. at Charlestown and having arrived off Boston light at 6:25 a.m., did the run from Daunt's Rock in just seven minutes under eight days and had a good list of 164 saloon and 542 steerage, 15 of the former and 115 of the later having embarked at Queenstown.  Among the saloon passengers were composer Dauvergne Barnard of London and English artist Henry Bacon. "Throughout the voyage the Cymric met with the most favorable weather and the passage was thoroughly delightful one to all on board." (The Boston Globe, 8 August 1907).

Wonderful photograph of the handsome Cymric outbound in Boston Harbor on 14 August 1907. Credit: Nathaniel L. Stebbens photograph, historicnewengland.org

Among those sailing in Cymric for Queenstown and Liverpool on 14 August 1907 was Capt. William Anderson, marine superintendent of the United Fruit Co., and Mrs. Anderson, going to Belfast to superintend the construction of three new fruit ships being built by Workman, Clark & Co. She had 69 saloon and 266 steerage in her passenger list and her bill of lading included 100,000 bushels of corn, 60,000 bushels of wheat, 100 tons of paper, etc. and she had 650 head of cattle aboard. "The pier was thronged with friends of the passengers and they remained watching the big vessel until she disappeared down the harbor." (Boston Globe, 14 August 1907).

Fog again late in her passage, had Cymric 10 hours late  coming into Boston, berthing at Hoosac docks shortly after 2:00 p.m. on 6 September 1907 with a big list of returning tourists in saloon (210 in all, including many school teachers) and 884 in steerage.  Leaving Liverpool on 28 August, Cymric had enjoyed fine weather all the way across until running into thick fog on the 5th, necessitating reducing speed considerably. 

This was the era of the great rate wars among the trans-Atlantic liners with IMM not timid in starting them or prevailing in ones originated by others. Cymric was the first steamer to sail from Boston since rates for one-way saloon passage to Liverpool to be cut to $47.50 and when she sailed on 11 September 1907, more than a few of her 55 passengers had booked at the last minute. She also took out 156 steerage.  Her cargo included 129,527 bushels of wheat and 900 head of cattle. Also on the manifest but not as passengers were crew from Romanic:  "A number of the stewards' department from the steamer Romanic, which have been running to the Mediterranean, sailed for their homes in England on the steamer. The entire crew of the Romanic assembled at the steerage gangway and gave the men a sendoff. The buglers of both the Cymric and Romanic played national anthems and the crews cheered wildly." (Boston Globe, 12 September 1907).  As the last "all ashore" was sounded, the crush of people buckled the saloon gangway and the crew had to keep the crowd clear until it was repaired.  Then, once Cymric had cleared the pier, a Finnish steerage passenger, "became delirious and leaped over the rail, falling into some three or four fathoms of water in the Charlestown slip."  Boatswain Robert Jones, RNR, who already had two lifesaving medals, jumped into the water and saved the man. Another steerage passenger also lept into the water and had his watch in his coat, quickly discarded on deck, stolen for his efforts. All three returned to Cymric which was finally on her way at 2:33 p.m. 

Upon the departure of Republic from Liverpool for Boston on 9 October 1907 whence she sailed for the Mediterranean, Cymric, once again, would hold down the Boston service on her own. 

Credit: The Boston Globe, 5 October 1907.

Strong head winds had Cymric six hours late reaching Boston at 1:00 p.m. on 4 October 1907  with 146 saloon and 1,062 steerage passengers, the later mostly from the British isles and with well-known Boston attorney Samuel J. Edler and Judge F.A. Gaskill among the notable saloon passengers. The passengers presented a testimonial to Capt. W. Finch and his officers for expertly conning the ship during two days of rough weather. When Cymric  sailed from Boston out on the 9th, it was back to her carrying Second Class, entirely booked by Mormon elders bound for Europe for missionary work. In all, she had 37 First, 42 Second and 140 Third Class for the trip, a fair-size cargo, including 3,000 barrels of apples, 1,100 bales of cotton, 400 tons of lumber and 650 cattle. 

It was back to the endless westerly gales of Winter North Atlantic and Capt. Finch wirelessed on 31 October 1907 that Cymric and her 91 saloon and 700 steerage passengers would be a day late arriving at Boston on account of them. As it was, she did not docked until 8:00 a.m. 2 November. Upon arrival, her officers told reporters she had run into heavy headwinds four days out of Queenstown, slowing her progress  for three days. 

Credit: The Boston Globe, 6 November 1907.

Cymric yielded to no ship for the amount of cargo she could and did carry. When she cleared Boston at 10:30 a.m. on 6 November 1907, it was with the single greatest cargo dispatched from the port by an IMM ship since Leyland's Canadian a year previously. It was apple season and Cymric had 31,457 barrels worth plus 42,000 bushels of wheat, 17,000 bushels of corn, 650 tons of provisions, 100 tons of flour, 1,500 bales of cotton, 150 tons of lumber, eight reefers filled with meat, all in all some 16,000 grt or some 8,700 tons weight. In addition, she had 29 First, 60 Second  (all Mormon missionaries for Scandinavia) and 175 Third Class passengers and 650 head of cattle. 

Managing a second Boston arrival in a month, Cymric from Liverpool 20 November 1907, (Capt. W. Finch) docked late on the 29th 1907 with 38 saloon and 454 steerage passengers. She reported "a pleasant passage" with Thanksgiving celebrated aboard "with considerable ceremony. An elaborate menu was provided by Chief Steward Young, with turkey and all the fixings. The tables were prettily decorated with stars and stripes, and in the evening an enjoyable concert was given in the saloon." (Boston Globe).  The only rough weather was just to eastwards of the Grand Banks. 

About 2400 Italians 'tooka de steemboat' and sailed from the White Star line dock for 'Sunny It' this morning. There were at least 150 others who wanted to go, who couldn't, because there  was no room. This great exportation of Italians was on the steamships Cymric and Romanic. The Cymric cast off at 8:30, and the other vessel followed promptly at 10.

The Boston Globe, 5 December 1907

Faced with an overflow of Italians intent on returning home for Christmas, White Star faced a bit of a crisis. Although stopping sales 15 days ago for seasonal outbound sailings, many agents at distant points had continued issuing tickets. Several hundred were accommodated on Dominion, sailing from Portland to Liverpool, with the line providing onward rail travel to Naples and Cymric's last sailing of the year was delayed a day to take more via the same route. She left Boston on 5 December 1907 with 18 saloon and 869 steerage, a day after Romanic sailed with 1,000. Worse the crowds who thronged Charlestown did so in a driving snowstorm. Boarding of Cymric began at 3:30 p.m. the previous day to get people aboard and out of the weather. Cymric also loaded another immense cargo including 65,649 bushels of wheat, 12,000 barrels of apples and 753 cattle.  She arrived at Liverpool on the 14th along with the Allan liner Victorian from Canada. 

In another change, sailings for Boston from Liverpool would now take place on Saturdays instead of Wednesday with the first departure made by Cymric on 21 December 1907.  It was a busy day at the Landing Stage with Celtic, Lusitania and Empress of Britain arriving and Campania sailing; what  a glorious time The Age of the Edwardian Ocean Liner was!

In 1907, Cymric completed

• twelve round voyages Liverpool-Queenstown-Boston carrying 10,528 (997 saloon, 258 second cabin and 9,273 steerage) westbound and 3,998 (876 saloon, 166 second cabin and 2,956 steerage) eastbound for a total of 14,526 passengers.

1908

The New Year began, quite literally, with Cymric's docking  at Boston on 1 January 1908, although she had actually arrived off Boston light on News Years Eve, too late to land her 5 saloon and 271 steerage passengers. It had been a predictably stormy crossing and she was two days late on account of "boisterous weather" and gales and heavy seas retarding her progress.  Despite the weather and the small number of saloon passengers, a splendid Christmas was enjoyed at sea according to the Boston Globe (1 January 1908):

The Christmas celebration on board the Cymric was one of the most elaborate ever attempted on board ship. The entire vessel was trimmed and decorated with holly and mistletoe, and passengers and crew had a most enjoyable time. The steamer was pushing her way through a wild sea and a howling gale prevailed, but this did not mar the pleasure of the occasion: The stewards had more time than usual, owing to the few saloon passengers, and the holiday was a particularly pleasant one for them. There was feasting and games and good cheer. President Roosevelt and King Edward were toasted, and the day's entertainment closed with a very enjoyable concert. 

But the decorations paled with those in the greasers' accommodation below decks:

In this room are a company of ton oilers who have been more or loss together for the last six years, In which time they have developed a fraternal spirit seldom seen among the picked-up crews of a liner. These men have always done more or less decorating and celebrating In their room Christmas, but this year easily exceeded the past iIn point of lavish display. Tissue paper links, in all colors, formed an endless chain across the top of the room; streamers of the same material was suspended here and there; imitation paper bells and other fancy trimmings procured In Liverpool were prettily arranged throughout the room, and there was a centrepiece over the mess table formed by of a bow-shaped lead pipe covered with paper trimmings. The ventilator pipe running through the room was draped for the day with an English flag, and close to the door was the Stars and Stripes. Purser Pomeroy said that the decorations in this room were the best he ever saw aboard a liner and the passengers who visited it thought likewise.

Boston Evening Transcript, 1 January 1908

On Boxing Day, the weather was such that Cymric logged 171 miles and 186 on the next.

For some reason, it was decided to berth her at the Leyland docks, Pier 6, East Boston, near the Boston, Revere Beach & Lynn ferry slip and she was the largest vessel ever to dock there, something not impressing the tug men tasked with getting her in with a strong wind and tide. Previously the biggest ship to berth there was the splendid and very shortlived Hanoverian which went to White Star after only three voyages to become Cretic. 

The ship took out the biggest cargo from Boston in over a year, on departure on 8 January 1908, 9,000 deadweight, and Cymric was literally loaded to the marks, drawing 29 ft. 6 ins., packed with 180,000 bushels of hears, 700 tons of flour, 1,100 tons of provisions, 300 tons of lumber, 3,300 bales of cotton not to mention 650 head of cattle and, 18 saloon and 257 steerage.  The trade in Mormon missionaries appears to have ceased starting in 1908 so Cymric reverted to carrying two classes henceforth. 

The year 1908 was dire for trans-Atlantic traffic, a consequence of the lingering effects of the American stock market crash the previous year; Third Class arrivals at New York and Boston plummetted from 1,116,000 in 1907 to 335,000 a year later or an astonishing 70 per cent drop. This also prompted another rate war among the trans-Atlantic lines and on 10 January 1908 Cunard met all the recently announced cuts by White Star and eastbound steerage fares were reduced to $22.50, $7.50 from the previous year but Cymric, on account of carrying cattle, had a $2.50 differential so passage in her was a flat $20. 

The determination with which man, in one circumstance, will fight to keep his life and, in another, will, with equal determination, risk it without a thought, has rarely found better exemplification than in the recent tragedy of the British steamship St. Cuthbert, in which both her men and the men of the White Star Liner Cymric, who went to the rescue, played fast and loose with death.

Harper's Weekly, 7 March 1908.

These men of the Cymric cannot be too highly praised. Their courage was and is absolute, and humanity in general is their debtor to an immeasurable extent.

The Boston Globe, 5 February 1908.

If remembered if all today, Cymric and her officers and crew are renown for writing another chapter of seamanship and bravery in the annals of the Merchant Navy in the tempests of the winter Atlantic Coast in February 1908. 

Credit: The Sea Breeze, April 1908.

Cymric (Capt. W. Finch, RNR) left Liverpoon on 24 January 1908 and Queenstown on the 26th by which time she had 7 saloon and 224 steerage passengers. Nearing the end of another stormy winter crossing  the morning of 3 February, she came across the British steamer St. Cuthbert (1904/4,954 grt) of the Phoenix Line badly afire off the Nova Scotian coast, near Cape Sable.  The steamer had left Antwerp for New York on 19 January and fire broke out on in the early hours of the 2nd, and spread with appalling effect amid a frightenly combustible cargo of oil, matches, napthaline, rags and wickerwork.  The bridge and forward part of the ship were quickly burnt out and the foremast collapsed.  Such were the seas that first boat launched was swamped and most of those aboard drown whilst the other sound shelter stern as their vessel burned literally around and under them. 

A steward aboard Cymric, C. Saunders, admirably sketched the scene as her lifeboat approaching the blazing St. Cuthbert. Credit: The Boston Globe, 5 February 1908.

A wonderful drawing of Cymric's  rescue of St. Cuthbert's crew by Charles Dixon, RI, based on a sketch of the incident by E. Stokes-Smith, First Officer.  Credit: The Graphic, 29 Febuary 1908.

When Cymric came on the scene, it was amidst a raging snowstorm and very high seas, far too high to attempt a rescue. Fifteen crew of the blazing ship had already drown when their lifeboat was swamped by the raging seas. Standing  off the blazing ship, which was burnt down to her waterline, the sea conditions improved slightly by 2:00 p.m.and one of Cyrmic's lifeboats, commanded by Chief Officer John Steivey and a crew of seven (M. Blake, R.F. Jones, J. Russell, R. Matthews, H. Wilson, W. Harper and J. Redmond), made the first of three perilous trips out and back to St. Cuthbert, managing to rescue 41 survivors, including her master, Capt. John Lewis. The blackened and burned survivors were taken aboard the liner one boatload at a time, to the cheers of those aboard for the daunty boat crew who delivered them. The second trip out to St. Cuthbert commenced at 4:15 p.m. and the third and final, at 5:30 p.m., returning to Cymric at 6:20 p.m..  It was also managed to open the seacocks of St. Cuthbert to encourage her to founder and not be a menace to navigation. Beyond the doubtless heroism of the rescue crew, this disaster was the first to be recorded somewhat in "live time" via wireless. After being on the scene for nine hours, Cymric steamed onwards to Boston, where a well-earned heroes' welcome awaited. 

Credit: The Boston Globe, 5 February 1908.

Heroes all: Cymric's lifeboat crew and commander, Chief Officer John Steivey. Credit: The Boston Globe, 6 February 1908.

Credit: The Sea Breeze, April 1908.

St. Cuthbert's rescued crew aboard Cymric upon arrival at Boston. Credit: The Boston Globe, 5 February 1908.

Cymric arrived  off Boston light at 11:35 pm on 4 February 1908 and docked the following morning to citywide acclaim.  Capt. Lewis was badly burned on the face and hand and three other crewmen were immediately taken to hospital. In all, 41 of St. Cuthbert's officers and crew had been saved and 13 died of drowning and one from the fire. 

Still another tribute was paid this morning to the gallant chief officer Steivey and his volunteer crew of the Cymric by the men whom they had rescued from the burning steamship St. Cuthbert, last Monday. The rescued men, nearly 30 in number, marched from the Sailor's Haven, where they had spent the night in the care of Stanton H. King, to the White Star dock, where the Cymric is berthed, and for 15 minutes cheered until their throats were hoarse and waved their hats until their arms were weak.

The brave Steivey and his sturdy band of seven listened and their eyes became moist as they realized the tribute that the sailors were giving them. These unfortunate sons of the sea had no money to give their rescuers; they had nothing of any sort to lay at the feet of the fearless men who had snatched them from the jaws of a terrible death, but what they had they gave freely.

The Boston Globe, 6 February 1908.

The crew of St. Cuthbert, save the Chief Officer and Chief Engineer, embarked for home in Winifredian on 6 February 1908. Cymric's heroes, meanwhile, were the toast of the town and feted during the ship's turnaround there and the entire crew were guests of "The Man of the Hour" at the Tremont Theatre on the 10th.

Cymric sails from Boston, 13 February 1908. Credit: The Sea Breeze, April 1908.

Back to work, Cymric was to have sailed from Boston the morning of 12 February 1908, but a snowstorm had so disrupted railroads that her shipment of cattle and fresh meat were delayed and arrived only late the previous evening and were taken to the stockyards at Brighton to rest before being embarked As she was to have sailed that morning, her steerage passengers had been embarked and suffered badly from the cold aboard as the aft hatches were still open and it was arranged to have them removed to the immigrant detention quarters until Cymric was battened down. She sailed at 3:30 p.m. having aboard 14 saloon and 565 steerage passengers and five St. Cuthbert survivors.  The heroes of the ship were feted upon arrival at Liverpool, "as such as never had been known before in shipping circles."

Cymric returned to Boston on 10 March 1908 after a protracted crossing made in bad weather and once again berthed at the Leyland docks in East Boston and further delayed waiting for the steamer Kabinga to clear the pier and Cymric had to anchor in the stream.   She brought in 21 saloon and 401 steerage. The weather was warm enough on Saturday [6th] for the steerage passengers to arrange a open-air concert and dance on deck, "with the ship's piano, a violin and one or two other instruments, there was plenty of music and it was a jolly affair, the first of its kind ever attempted on the Cymric." (Boston Evening Telegraph, 10 March 1908).

Trade conditions remained poor throughout 1908. Owing to heavy grain shipments from Argentina to England and light demand for American cereals, Cymric would sail on 18 March 1908 without a single kernel of grain aboard. So regular was this trade that the ship's stability was reliant on it so prior to departure, her water ballast tanks were filled to get her down to her winter load line. She did take out a fair cargo of 8,986 barrels of apples, 1,000 tons of provisions, 72 carloads of fresh beef, 297 bales of cotton, 200 tons of flour, 150 tons of lumber and 650 cattle, but indicative of lean times also in the passenger trade, only 24 saloon and 382 steerage passengers. There was, however, "a large crowd on the pier to witness the sailing. As the liner drew out of her berth goodby messages were shouted to those ashore and the passengers and their friends ashore waved small American flags and handkerchiefs." (Boston Globe, 18 March 1908). 

Credit: Boston Evening Transcript, 6 April 1908.

Business was sufficiently depressed  that when Cymric wirelessed upon departure from Queenstown on 5 April 1908 that she had 30 saloon and 670 steerage aboard, it was rather hopefully reported "this indicates that the westward business is likely to increase from this time on," by the Boston Evening Transcrip but two days later the Boston Globe reported that in the last nine months ending 31 March, the arrival of immigrants in the Port of Boston had dropped by 10,710, compared to the same period the previous year. 

When Cymric docked at Boston on 14 April 1908, she had  a good total of 29 saloon and 735 steerage aboard, 24 hours late due to heavy gales encountered en route. Again, she carried no grain on her outbound voyage on the 22nd but had 61 saloon and 236 steerage and 3,200 barrels of apples, 1,000 tons of provisions and 650 head of cattle.

The weather was sufficiently bad on 1 May 1908 in Queenstown that Cedric, bound from New York to Liverpool, and Cymric, from Boston to Liverpool, had to bypass the port without stopping  for passengers or mails there. The fog persisted in the Irish Channel, making both 12 hours late arriving at Livepool the next day.

Sailing broadsheet for Cymric's 23 May 1908 sailing from Boston. Credit: eBay auction photo.

Business was ticking up and with 55 saloon and 787 steerage passengers, Cymric cleared Queenstown on 10 May 1908, having sailed from Liverpool on the 9th.  She had a good run to Boston, arriving at quarantine the evening of the 18th and alongside the next morning by 7:00 a.m. It was reported that Chief Officer John Steivey had been promoted to the same role in Cedric and he and Capt. Finch were honoured by Liverpool Lord Mayor Caton at the town hall and presented with medals for their rescue of St. Cuthbert's crew. Cymric sailed for Liverpool on the 23rd and this time, had 40,000 bushels of wheat in her holds and 650 cattle.

Credit: The Boston Globe, 16 June 1908.

Taking the southern route, Cymric enjoyed fine weather and smooth seas throughout to arrive at Boston the morning of 15 June 1908 with 74 saloon and 390 steerage passengers after what the Boston Globe described as the fastest trip of her career without actually giving the times. In honour of Bunker Hill Day, she, the Leyland liners Lancastrian and Winifredian dressed ship and carried a large American courtesy flag for the occasion and their gestures earned praise in the local press.  Winifredian and Cymric left Boston almost simultaneously on the 20th, the White Star liner having 207 saloon and 537 steerage aboard. Even with the call at Queenstown, Cymric beat Winifredian into Liverpool by almost a day, arriving at Liverpool on the 29th when the Leyland liner had only passed Kinsale. Among those aboard was a delegation of ministers for the Third International Council of Congregation Churches in Edinburgh and many Scandinavian domestics visiting home for the summer. On arrival, the Liverpool Daily Post reported that "the liner had a very fine passage, and one which was great enjoyed by the passengers."

It was announced on 29 June 1908 that former Boston Mayor John F. Fitzgerald was travelling to Europe, with his two daughters, sailing in Cymric on 18 July, for a five-week trip. 

Cymric departed Liverpool on 4 July 1908 and Queenstown at 10:00 a.m. the next day with 70 saloon and 366 steerage passengers.  She was commanded by Capt. D. Kerr, replacing Capt. Finch who was suffering from an attack of rheumatism, who was formerly commanding Bovic, one of the cargo ships White Star laid up owing to the prevailing depression.  Back aboard was the hero Chief Officer Steivey, after several voyages in Cedric. 

Credit: The Boston Globe, 13 July 1908

In another "fastest crossing of her career," Cyrmic docked at Pier 44, Hoosac docks in Charleston at first thing in the morning on the 13th. This time, though, The Boston Globe cited her average speed (14.8 knots) and time from Daunt's Rock to Boston light: 7 days 16 hours 39 mins. "Ideal weather prevailed for the greater part of the distance, although fog for 150 miles to the westward of the Grand Banks necessitated a slight reduction in the liner's speed." 

One of her most celebrated crossings then and most remembered now, was that of 18 July 1908 when, at the peak of an otherwise quiet season, Cymric sailed from Boston with many prominent Bostonians and New Englanders, not the least of which was the larger than life former mayor of the city and then expected future Governor of Massachusetts, John Francis "Honey Fitz" Fitzgerald (1863-1950), and his two daughters, Rose (1890-1995) and Mary Agnes (1892-1936).  Rose is, of course, most famous today for being the mother of President John F. Kennedy and Sen. Robert F. Kennedy. She was an avid amateur photographer whose images of her early sea voyages and overseas trips are held today by the John F. Kennedy Library in Boston.  

In 1908, former Mayor Fitzgerald was an enormous political force both in New England and nationally and his beautiful, vivacious daughters among the most eligible debutantes. Saloon class was thronged with the deans of Ivy League academia and their sons and daughters off on the traditional summer in Europe (although at the conclusion of which, Rose and Mary Agnes were enrolled at the Sacred Heart Convent in Brussels to complete their education). They were to be guests, too, of Sir Thomas Lipton, at the Cowes Regatta.  It was one of Cyrmic's gayest crossings and enjoyed all the more in fine weather, and helped cement 1908 as the apex in the ship's career and contemporary reputation.

Credit: The Boston Globe, 18 July 1908.

In all, Cymric's saloon class was sold out with 174 passengers and there were 467 steerage, but reflecting the still depressed trans-Atlantic freight market, she went out  in a thunderstorm "light" with no grain, 1,000 tons of provisions and 700 head of cattle, and accompanied out of the harbor with a tugboat filled with 100 wellwishers and supporters of Mayor Fitzgerald. 

Wonderful coverage of ex-Mayor John F. Fitzgerald and his two daughters, one the future mother of an American president, sailing in Cymric from Boston. Credit: The Boston Globe, 19 July 1908.

Mrs. Fitzgerald and her daughters had gone aboard, and found their stateroom practically a bower of roses. Friends had sent large bunches and boxes of flowers of every variety on board, and stateroom 24 on the upper deck soon resembled a flower garden. 

It was extremely hot aboard, especially just before the thunder shower which followed just as the Cymric pulled out of her dock. The crushing and pushing of people was something like a football match in midwinter, and only those of robust constitution could have endured it.

The Boston Globe, 19 July 1908.

Photographs from Rose Fitzgerald Kennedy's album of the family voyage in Cymric, Boston-Liverpool, July 1908. 

Credit: Kennedy Family Collection, John F. Kennedy Presidential Library and Museum, Boston.

Top left: the Fitzgerald girls with their father and other passengers on deck, lower left: the Fitzgerald sisters had their pick of college boys aboard apparently; and right: Rose Fitzgerald (Kennedy) proving the posing possibilities of cowl ventilators and just look at gleaming paint and porthole brass! 

R.M.S. Majestic "making knots" passing Cymric in mid-Atlantic, Southampton-bound, in brilliant weather.  

Deck sports aboard Cymric with John Fitzgerald (with the megaphone) the organiser and referee of course. 

Queenstown, the morning of 26 July 1908, with the simultaneous arrival of Cymric and Lusitania (outbound to New York). 

Cymric arrived at Queenstown on 26 July 1908, the same time Lusitania, en route from Liverpool to New York, called.  The arrival of Fitzgerald and party was widely covered in the local press, the Cork Examiner writing:  "Mr Fitzgerald presided at a concert board the Cymric during the voyage, and was treated, as was Father  Lowry by Captain Kerr and the purser (Mr. Pomeroy) with  unceasing attention."  It was added that "The Cymric made a record passage home, and also out, and appears to be more comfortable than ever." Cymric sailed for Liverpool at 9:15 a.m., arriving the following day and Lusitania left for New York at 9:50 a.m. 

Amid the cheers of hundreds of her passengers, the big White Star line steamship Cymric swung into her berth at Pier 44, Hoosac docks, Charlestown, just at dusk last night, completing the fastest passage since was commissioned.

The Boston Globe, 10 August 1908.

Cymric sailed from Liverpool on 1 August and Queenstown on the 2nd, having 115 saloon and 413 steerage aboard.  She put in a ripping good passage, lowering her own time of a year previously by six minutes on the longer southern passage.  The total time recorded from Daunt's Rock to Boston light was 7 days 12 hours 26 mins and her best days run, the day before docking, was a full 106 miles more than her last record run, and everyone aboard knew she making capital time every day the day's run was posted. 

This was truly a liner in her absolute prime enjoying a glorious summer amid the apogee of the Edwardian Atlantic Ferry. And her passengers knew it, too, and when she came off the dock, "the passengers gathered on the upper deck and M.J. Regan proposed three cheers for the captain who brought the ship into port in record time. The cheers were given with a will." (Boston Globe). 

Credit: The Boston Globe, 10 August 1908.

Among those in saloon were American Olympians returning, without any medals, but in good spirts, from the games in London-- Mike Reagan, W.C. Prout, Frank Sheehan and W.C. Robbins-- who, according to The Boston Globe, were "glad to get back on the native health was evident before the steamer reached the dock. They stood together on the upper deck and sang 'Bunker Hill' till the ship was tied up." A swimmer, Lester G. Rich, from Brookline, also returned in Cymric. 

Given the depressed trade conditions prevailing at the time, Cymric's return crossing on 15 August 1908 was notable less for her sparse list of 36 saloon and 323 steerage than for the best cargo to have left Boston for Liverpool in some weeks-- 61,000 bushels of wheat, 400 tons of provisions, 100 tons of flour, 749 head of cattle and three horses.  Curiously, one of the passengers, an American, who had just come over in the steamer, found the weather so hot, that she opted to sail back to England. 

Credit: Liverpool Weekly Mercury, 29 August 1908.

I have great pleasure in transmitting to you the accompanying silver medal for gallantry for saving life at sea, which his Majesty the King has been pleased, upon my recommendation, to award you as a mark of appreciation of your services in assisting to rescue the survivors of the crew of the British steamship St. Cuthbert, of Liverpool, which was abandoned on fire in the North Atlantic Ocean on the 3rd February last. It afford me much gratification to be the medium of forwarding this medal to you.

Mr. Winston Churchill, President of the Board of Trade

Upon return to Liverpool, on 26 August 1908 there was a presentation in Liverpool Town Hall in recognition of the Cymric's officers and crew in saving the crew of St. Cuthbert back in February. Eight silver medals were awarded to the lifeboat crew by H.M. King as well silver cups, binoculars and other awards to Lt. Finch, RNR, and Lt. Stivey, RNR.  

Fully recovered from his illness, the gallant Capt. W. Finch was back on the bridge of Cymric when she next departed Liverpool for Boston and with 211 saloon and 621 steerage, an excellent list for the times, docked at Pier 44 Hoosac docks the morning of 7 September 1908 after a good crossing with but one heavy gale and some fog off the banks. Capt. D. Kerr was reposted to command Republic. 

The Port of Boston was positively bustling the morning of 5 October 1908 with the successive arrivals of Devonian (Leyland) from Liverpool, Laurentian (Allan) from Glasgow, Cymric from Liverpool and Queenstown, and Manitou (Red Star) from Antwerp.  Cymric enjoyed a fast passage over and landed 100 saloon and 523 steerage passengers. With only 36 saloon and 207 steerage aboard when she left for Liverpool on the 10th, 24,065 bushels of wheat, 25,885 bushels of rye, 400 tons of provision, 100 tons of cheese, 100 tons of lumber, 350 bales of cotton, 3,000 barrels, 100 tons of flour and 753 cattle in her holds and stalls helped balance her books. 

Boston immigration and customs inspectors were left cooling their heels at Long Wharf the morning of 2 November 1908 when the expected Cymric, Winifredian, Marquettee and Laurentian all failed to appear. A wireless received later that morning from Cymric gave the reason: she (and presumably the others) was forcing her way through northwest gales and heavy head seas and still 130 miles east of Boston light at 7:00 a.m.  Twelve hours late, but still able to dock on the evening high tide, Cymric berthed at Hoosac docks just before 7:00 p.m., and more than a few of her 68 saloon passengers (described by the Boston Globe as a "distinctly Taft crowd") rushed ashore to vote in the presidential election.  The 523 steerage, however, had to spend the night and were processed the next morning.  

Credit: The Boston Globe, 7 November 1908.

Cymric outbound cargo was a credit to American exports, leaving Boston on 7 November 1908, with 130,000 bushels of wheat and barley, 9,000 barrels of apples, 600 bales of cotton, 300 tons of lumber, 1,200 tons of provisions and 600 head of cattle. Her passenger list was lightly populated, however, with 20 saloon and 28 steerage. Among those in saloon were Admiral Sir Lewis Beaumont, Royal Navy, and Lt. Gen. J.W. Laurie, Mayor of the Borough of Paddington, London.  Cymric left Boston in company with Bostonian and Laurentian. 

On her final arrival in Boston, Cymric was 24 hours tardy owing to head winds and gales and anchored off Boston light before 1:00 a.m. on 1 December 1908 and alongside by 9:00 a.m. It ended what had been a stormy crossing since the day after departure from Queenstown with a fierce northwesterly gales and heavy seas that cut her day's run to but 273 mules and the following two days, she logged 290 and 276 miles respectively so that her total passage time from Daunt's Rock to Boston light was 8 days 17 hours and 32 mins. Among her 43 saloon passengers were Mr. and Mrs. B. Atwood Robinson of Boston who were returning from China and making the trip in just in four weeks, by using the trans-Siberian Railroad, were credited with the fastest trip from the Orient to the east coast of the U.S. In addition to 244 steerage, she also landed two valuable Jersey helfers, for the Fairfield farm, Wenham, who would have to be quarantined for 60 days before being released.  

Her final crossing of a most eventful year, from Boston on 9 December 1908, was delayed an hour when for some reason over 50 of her steerage passengers went to the wrong pier to embark as she was sailing not from her usual Charlestown slip but from the Clyde St. pier, East Boston. When finally off on her way, she had 26 saloon and 320 steerage passengers aboard, 753 head of cattle and a cargo including 116,000 bushels of wheat, 4,000 bales of cotton and 3,000 barrels of apples. And she carried mail, too: 50 bags sent over by the Boston post office after the posting deadline for British and Continental mails via New York had closed.  She arrived at Liverpool on the 20th. 

In 1908, Cymric completed

• twelve round voyages Liverpool-Queenstown-Boston carrying 6,211 (798 saloon and 5,413 steerage) westbound and 4,936 (695 saloon and 4,247 steerage) eastbound for a total of 11,147 passengers. 

1909

The sinking of Republic off the American coast on 24 January 1909 after a collision with the Italian liner Florida whilst en route from New York to the Mediterranean and the still depressed trans-Atlantic market saw Cymric alone on the Liverpool-Boston route all of 1909. 

Making her first arrival of the New Year, Cymric docked at Charlestown at 5:00 p.m. on 8 January 1909, "with a small but distinguished list (36) of saloon passengers," and 226 steerage, reporting moderate weather except for the last two days with a strong northeasterly breeze and snow squalls. Homewards on the 13th, she had 24 saloon (including the Countess D'Arc Corsi "of England and Italy,") and 130 steerage and a large cargo including 120,000 bushels of grain and 600 head of cattle. One visitor, Mrs. John L. Allenson, stayed too long and had to climb down a rope's ladder to the tug Vesta whilst Cymric was heading out of the harbor.  She arrived in the Mersey on the 22nd but no further as fog closed in and she not get alongside the Prince's Landing stage until the following morning.

The vagaries of North Atlantic weather were well in evidence on Cyrmic's February voyage. From the time she left Liverpool on 30 January 1909, her passengers (18 saloon and 358 steerage) enjoyed summer-like days, "overcoast were cast aside and the passengers lounged about the decks the same as in midsummer. Yesterday morning came a sudden change. A gale, with heavy snow squalls, burst upon the liner and kept the passengers within. All day the Cymric was pitching and rolling in the high seas." (Boston Globe, 9 February 1909).  Cymric arrived at Boston the morning of 9 February, logging 8 days, 12 hours and 4 mins. From Daunt's Rock to Boston light, docking at again at the Clyde Street pier in East Boston and had 1,400 tons of cargo to discharge.  

"Conditions are not entirely satisfactory to the steamship interests, and considerable difficulty is being experience in securing freight," observed by The Boston Globe on 16 February 1909 the day before Cymric with only 24,000 bushels of wheat, 1,100 of bales of cotton, 1,500 barrels of apples and 600 cattle sailed for Queenstown and Liverpool. Her passenger list was just as meagre with but 17 saloon and 85 steerage. 

Credit: The Boston Globe, 16 March 1909.

With her colours at half-mast, in respect to Capt. John G. Cameron, longtime Commodore of the White Star Line, who passed away in Southampton the previous day, Cymric arrived at Hoosac docks, Boston on 16 March 1909 after a middling passage from Daunt's Rock of 8 days 14 hours at an average 13.35 knots. She came in with 26 saloon and 358 steerage passengers, but no one cared much for any of them, but rather for "the most valuable herd of aberdeen angus cattle ever imported into this country. They include 53 blooded animals of this hornless variety. One of the bulls alone is valued at $1500, and just before being purchased it won the blue ribbon from a herd of 300 of the finest cattle in Scotland." (Boston Globe) as well five very rare St. Kilda sheep, the first ever sold in 300 years. All were brought over Charles Escher, Jr., of Botna, Iowa.

This would be the final voyage for Capt. W. Finch in command of Cymric, having been promoted to command Arabic, and replaced by Capt. John Mathias.  Many friends of Capt. Finch were on the Clyde St. Pier, East Boston, to say farewell as he took Cymric out for the last time on 24 March 1909, with 48 saloon and only 81 steerage but a fair cargo including 1,400 of San Domingo sugar and 753 head of cattle. 

Under Capt. John Mathias, Cymric sailed from Liverpool on  17 April 1909 and after Queenstown, had 30 saloon and 903 steerage-- the latter being her largest number carried that while year-- aboard.  She also had four former officers of the ill-fated Republic aboard: Second Officer Williams, Chief Officer Crossland, Fourth Engineer Legg and Chief Steward Barrows. She came into Boston unexpectedly the evening of the 26th and went right alongside.  Her passengers doubtless were pleased as, according to the Boston Globe, "nearly all the way over the weather was disagreeable and there was little deck promenading."

Credit: The Boston Globe 24 May 1909

So crowded with inward cargoes from the last two steamers to use it, Cymric arriving on 24 May 1909 could not use her regular pier, 44 at Hoosac docks and shifted to pier 43 instead. She had a 2,500-ton cargo to discharge and 59 saloon and 689 steerage passengers disembarking, of the latter, 250 were Irish and 300 Scandinavian. En route, the weather was good save one gale and off the Grand Banks, three icebergs were sighted, being especially dangerous as they were low lying.  In all, she made the run from Daunt's Rock in exactly eight days. Outbound on the 29th, she had the U.S. ambassador to Greece, the British consul general in Boston and the actress Nance O'Nell, sufficiently famous to be travelling incognito as Miss Margaret G. Marshall, among the 134 saloon and 184 steerage passengers who embarked the previous evening, so Cymric could be off first thing in the morning with a fair cargo including 753 head of cattle and 3,500 tons of freight. 

Credit: The Boston Globe, 26 June 1909.

Better summer weather meant better passages and Cymric, which arrived at Boston on 21 June 1909, logged 7 days 16 hours 14 mins. From Daunt's Rock, having left Liverpool on the 12th. After landing her 70 saloon and 450 steerage passenger at Pier 44, Hoosac docks, she was towed across to the Clyde St. Leyland Line pier in East Boston to unload her 2,000-ton cargo including "French goods and wine." It was mentioned at the time that every saloon cabin was already booked for her outbound trip as the summer season kicked in and sure enough, when she sailed on the 26th, the 212 aboard was her best cabin list that year in either direction, as well as 190 in steerage. Only disapponting was her outward cargo with no grain and so light, she was obliged to take on water ballast although she did take out 750 head of cattle and two horses.  It being American Independence Day and coinciding with a Royal visit to Liverpool when Cymric, together with Arabic arrived in the Mersey, both were dressed overall as were the Cunarders Sylvania, Carmania and Campania in dock. 

Log Abstract for the 26 June-5 July crossing, done in the excellent time of 7 days 14 hours at 15.2 knots. Credit: eBay auction. 

Credit: The Boston Globe, 23 July 1909.

After what was described as a "sultry" crossing, Cymric docked at Charlestown on 23 July 1909 and of her 66 saloon and 275 steerage, the most feted was Frank Harding of Waukesha, Wisconsin, with "the most valuable flock of sheep ever landed in this country," comprising in all 103 ewes and 272 ewes and including cotswolds, hampshires and shropshires, "among them are many of the most celebrated specimens produced in England and Scotland in recent years. Four of the southdown breed came from the flock of H.M. King Edward's estate at Sandringham and included with this flock, came two english sheep dogs. Two prize heffers, one a champion of all England, were also aboard. " The total value of this exceptional consignment was $20,000, the sheep alone being worth $15,000.  Her more prosaic cargo, totalling 1,000 tons included 36 bales of wool, 1,745 crates of red quarries, 123 packages of machinery, 1,848 bags of sulphate of ammonia, 200 bags of onions and 100 tons of salt.  Outbound on the 28th, another light cargo was carried save for 651 cattle and 300 tons of lumber and 70 saloon and 259 steerage.

When Cymric came into Boston on 20 August 1909, her most celebrated arrival was former mayor John F. Fitzgerald and daughters Rose and Agnes, among the 127 saloon passengers, and 339 steerage. According to the Boston Evening Transcript, "On shipboard during the trip Mr. Fitzgerald was extremely popular with the rest off the passengers and was leader in all the games played for amusement on the way over."

Chalking up her fastest passage that season, Cymric dropped anchor off Boston light on 16 September 1909, logging 7 days 12 hours 36 mins. From Daunt's Rock at an average speed of 14.45 knots and landing her 207 saloon (her best that season westbound)and 681 steerage passengers the next morning. Except for a moderate southerly gale on Sunday, she had moderate weather all the way across. Her cargo including 1,800 tons of general merchandise and a valuable consignment of 39 ponies from the Welsh mountain, said to be the most valuable landed in the port, and a dozen sheep dogs. Her return crossing, beginning on the 22nd, was lightly populated with just 13 saloon and 163 steerage and a mediocre cargo although she had 753 head of cattle.  

It was back to "boisterous" North Atlantic weather and the same conditions which delayed the inbound Ivernia set Cymric's Boston arrival, due for the morning of 14 October 1909, back to late the following day at 4:30 p.m., only to have her arrive later still, and to the considerable annoyance of her 90 saloon and 636 steerage passengers, who had to spend another night on board, not landig until the morning of the 16th. "Stormy weather prevailed most of the time during the passage, and from the passengers' point of view, it was a very disagreeable trip," said the Boston Globe.  She hit heavy gales a day out of Queenstown, logging as low as 259 miles one day.  Sunday found her hitting a  heavy head sea and she only did 277 miles.  She brought in 1,000 tons of general cargo and a blooded mare who "stood the rough weather splendidly." 

Homeward on 20 October 1909, Cymric finally had a heavy cargo, 8,000 tons in all including 136,000 bushels of wheat and 25,000 bushels of corn (the largest grain shipment from Boston that year), 3,000 barrels of apples, 3, 500 bales of cotton, etc., as well as 750 head of cattle and three horses not to mention 22 saloon and 165 steerage passengers.   Going out with her was Chief Purser Geoffrey Rogers who had been promoted from Romanic. 

On her final voyage for the year, Cymric left Liverpool 3 November 1909, and cleared Queenstown the next day, with 46 saloon and 578 steerage passengers. When she docked at Boston early on the Thursday the 11th, Cymric was the first trans-Atlantic to come into the port that, preceded by Numidian, Canopic, Lazio and Ivernia.  The White Star liner was the first of the season to report snow squalls and had heavy seas all the way across. She landed 1,350 tons of general cargo. 

Credit: Boston Evening Transcript, 17 November 1909.

Capping her one year alone on the Boston run, Cymric sailed from Charlestown at 1:00 p.m. on 17 November 1909, and in the words of the Boston Evening Transcript, "there have been few such outward cargoes as that carried by the White Star liner Cymric…"  Literally loaded to the marks, she was drawing 30 ft. forward and 34.4. ft. aft or mean draught of 32.2 ft. that was about the maximum for the channel even at flood tide.  In all the deadweight load in her holds was 9,100 tons or 16,500 grt. Principal cargo was 205,000 bushels of wheat plus 8,000 barrels of applies, 550 tons of flour, 500 tons of provisions, 300 tons of lumber, 200 tons of hay, 796 tons of cotton and 750 head of cattle. She also had 7 saloon and 202 steerage passengers. 

Cymric left Liverpool 10 December 1909 for New York where she was reported to have arrived on the 21st "with mdse." When she sailed, on Christmas Eve, Cymric had 420 head of cattle and 586 quarters of beef for England.

In 1909, Cymric completed

• eleven round voyages Liverpool-Queenstown-Boston carrying 6,274 (775 saloon and 5,499 steerage) westbound and 2,468 (634 saloon and 1,834 steerage) eastbound for a total of 8,742 passengers.  

1910

Having sailed from Liverpool on 12 January Cymric returned to New York on the 23rd "with mdse." Capt. Finch reported passing, in a rough sea and hard gale, a three-masted capsized three-masted schooner that had apparently been wrecked a few days before but no survivors were spotted. She sailed for Liverpool on the 29th with 538 cattle and 1,210 quarters of beef, arriving  on 9 February. Off again on the 16th, Cymric arrived at New York on the 28th and left on 12 March with 213 cattle and 864 quarters of beef. She docked at Liverpool on the 22nd.

Red Star's Zeeland in White Star livery whilst on the Boston run as a replacement for the lost Republic. Credit: MAS.

White Star Line announced on 29 January 1910 that the Boston passenger service would be resumed with the special sailings of Megantic from Liverpool, via Queenstown, on 15 March and 12 April, and then the Red Star Line's Zeeland beginning in April would be paired with Cymric on the route. 

Credit: The Boston Globe, 14 April 1910

Back on the Boston passenger run, Cymric sailed from Liverpool on 5 April 1910 and from Queenstown the next day, with 29 saloon and 1,014 steerage passngers. She had new commander, Capt. F.B. Howarth, formerly of Afric on the Australian run, and most her other officers, too, were new to the ship and route. From the 8th, she had three days of gales from the east and southeast and a rough sea but still accomplished Daunt's Rock to Boston light in 7 days 18 hours 29 mins. At an average of 14.63 knots.  Coming into Boston on the 14th, Cymric had been absent from the port since November and for the first time, docking at the Cunard Line pier at East Boston where, after disembarking her passengers, she would be shifted to the Leyland Line pier to discharge her cargo including onion, hides, ginger, palm oil and a large consignment of steel, machinery and earthware. She also landed  landed 27 ayrshire cattle, including many prize winners and two bulls and several young calves.  Six kerry bulls and a coop of live pigeons completed her animal passenger list. 

Leaving Boston on 19 April 1910 with 33 saloon and 174 steerage passengers, Cymric earned high honours and recognition from The Boston Globe for being dressed overall for Patriots' Day, being "handsomely bedecked from the stem to stern with strings of flags stretching from her now over the four masts to her stern. The flags were not lowered until the liner was well out of her way out of port."

"Battling against westerly gales and head seas," Cymric would not be arriving at Boston as scheduled on the morning of 12 May 1910, and when she finally came in that afternoon, with 58 saloon and 921 steerage, passengers told reporters that the ship had been struck by a bolt of the lightening  the previous day, "An electrical storm burst upon the vessel suddenly and burst upon the vessel, followed a few minutes later by another. The second one hit the truck to the foremast, shattering the gilt ball, but doing no other damage. For a time there was some alarm among the passengers, but their fears were quickly allayed by the officers." (Boston Globe, 12 May 1910). Capt. F.B. Howarth reported two moderate gales during the voyage. 

Boston was treated to the sight of Cymric  standing out of the port at 5:00 p.m. on 17 May 1910, laden with the largest cargo taken out in many weeks. Drawing 30 ft., she had her holds filled with 35,000 bags of sugar, brought from San Domingo by the steamers Barnton and Nora; 85,700 bushels of wheat, 700 tons of flour, 2,000 bales of cotton, 150 tons of provisions and 400 head of cattle. Her passenger list numbered 79 saloon and 271 steerage. 

Dense fog delayed Cymric's arrival at Boston on 7 July 1910 and she did not tie up to Pier 44, Hoosac docks in Charleston until 12:30 p.m., six hours late, and landed 92 saloon and 427 steerage passengers. She brought over an exceptional consignment of prize sheep, 503 in all, and two bulls. F.W. Harding of Waukesha, Wisconsin, came over with 247 sheep, valued in excess of $25,000 including 75 Shropshires, bound for breeding purposes in Kentucky, as well as Cotswolds, Hampshires, Southdowns and Dorsets, a $5,000 prize horn bull and a prize heifer.  Chandler Bros of Sharton, Iowa, had another 125 prize sheep aboard and 130 sheep going to C.R. Gerber of Illinois. Altogether, the consignment was worth $60,000 and it was said that some of the sheep wore silk blankets.

The dull bookings of 1907-08 seemed a distant memory by the end of August 1910 and shipping lines reported that "this season has been unquestionably the heaviest in point of traffic in the history of Atlantic travel." (Boston Globe, 31 August 1910). Illustrating the point, Cymric came into Boston 1 September (from Liverpool the 22nd) with every saloon cabin booked with 216 passengers and 502 in steerage. None were more feted than English aviators  Claude Grahame-White and A.V. Roe and their machines and mechanics, all to race in the Harvard-Boston aviation meet.  In her holds, Cymric carried two of Grahame-White's machines, a Bleriot monoplane and a Farman biplane whilst Roe's triplane, the only one competing in the meet, came over the previous week in Ivernia.

With 216 First and 514 Third Class passengers swarming the decks to wave greetings to their friends gathered on the White Star line pier, the liner Cymric steamed up to her dock in Charlestown early this morning, after a pleasant voyage, marred by no incidents.

The Boston Globe, 1 September 1910

Those Magnificent Men and Their Flying Machines: A.V. Roe (left) and Claude Grahame-White and (top) Grahame-White's crated Farman biplane, on arrival aboard Cymric. Credit: The Boston Globe, 1 September 1910.

The crossing, enjoyed in fine weather, was brimming the excitement over the aviation meet and having two of England's greatest aviation pioneers and icons of the ceaseless progress of the Edwardian Era. "At the concert which was held Tuesday night, talks on air flights were given by C. Grahame-White and A.V. Roe, the distinguished airmen who came over. Mr. Graham-White related many of his thrilling experiences, while Mr. Roe spoke on 'Some He-roe-ic Air Flights." (Boston Evening Transcript, 1 September 1910). 

Cymric, which sailed from Liverpool on 20 September 1910 and from Queenstown at 1:30 p.m., with 197 saloon and 655 steerage aboard, arrived in Boston on the 29th, doing Daunt's Rock to Boston light in 7 days 13 hours 15 mins. at 14.38 knots. On the voyage over, she recorded one tragic death on the 24th when Ellie Salonen, a 7-month-old baby girl died of "infantile convulsions" and was buried at sea and three hours later, Mrs. Guinevere Gould gave birth to a baby girl who was christened, by Rev. Frederic Landerburn, of St. Stephen's Episcopal Church, Gladys Cymric Gould. Saloon passengers of noted included Ewazo Suzuki, "son of a wealthy Japanese merchant at Kobe," who arrived to begin his studies at MIT and Boston department store owner Mr. Edward A. Filene.

So laden with cargo and cattle, that Cymric's departure from Boston on 4 October 1910 was delayed 30 minutes whilst carpenters were rearranging the pens to give the 600 head of cattle aboard more room. She went out, loaded to the marks, with 15,000 barrels (equal to 6.75 mn apples) of Canadian apples which came to the wharf in 100 freight cars, 9,000 bushels of wheat, 4,600 bales of cotton, 300 tons of provisions, 350 tons of hay, 200 tons of oilcake, 170 tons of lumber, 200 tons of rags, 700 bales of hemp, 600 bales of wool and two reefer compartments filled with fresh beef. She also had 47 saloon and 170 steerage passengers.

Gales and head seas conspired to have Cymric dock 12 hours late at Boston on 27 October 1910 where she landed 131 saloon and 472 steerage passengers, including 84 Russian Jews. In addition to a general cargo of 1,700 tons, she brought in 219 prize sheep from the King's farm at Sandringham.  Although numbering Baroness von Blomberg, starting her 51st Atlantic crossing, among her 24 saloon passengers, and two deportees, judged to be "insane," among her 149 steerage passengers, Cymric's departure for Liverpool on 1 November was more newsworthy for taking out a season record 25,000 barrel shipment of apples and 147,216 bushels of grain.

Credit: The Boston Globe, 24 November 1910.

This being New England, the biggest worry among many of her 51 saloon passengers was arriving in Boston in time for Thanksgiving on Cymric's last voyage of the year.  Fighting head seas and heavy seas right the way across, at times it seemed doubtful but "Capt. Howarth himself had an engagement to dine with one of his Boston friends, and he did his utmost not to disappoint." (Boston Globe, 24 November 1910).  Still late by 15 hours, he brought his ship into port the morning of 23 November, the Wednesday before the holiday. She also landed 336 steerage passengers. It was reported that "it is the last trip of the Cymric to this port until April and she is to be transferred to the New York-Liverpool route." The liner sailed from Boston on the 29th with 9 saloon and 172 steerage and a fair cargo of 30,000 bushels of grain, 8,000 barrels of apples, etc and 700 head of cattle. Zeeland was left on the route for one more voyage to close out the year. Cymric returned to Liverpool on 5 December.

Once again, Cymric would spend the winter engaged on the Liverpool-New York cargo and livestock service and did not carry passengers on these voyages.  She sailed from Liverpool on 17 December 1910, arriving on the 27th. Homewards on the 30th, she went out with 458 cattle and 661 sheep and a general cargo including 960 bales of cotton, returning to Liverpool on 10 January 1911.

In 1910, Cymric completed

• nine round voyages Liverpool-Queenstown-Boston carrying 6,458 (996 saloon and 5,462 steerage) westbound and 2,668 (584 saloon and 2,084 steerage) eastbound for a total of 9,126 passengers.
• three round voyages carrying cargo only Liverpool-New York.

1911

Her mundane winter duties done, Cymric resumed the Liverpool-Boston passenger service upon her departure from the Mersey on 28 March 1911, and following her call at Queenstown the following day, steamed westwards with 32 saloon and a heavy list of 958 in steerage which was, in fact, the largest number in this class she would carry that year.  When Cymric docked at Hoosac docks on 6 April, the Boston Globe reported that of the steerage, there were "220 Irish immigrants, with the exception of 10 or 12, were all lads and lasses whose ages ranged from 16 to 23 years. It is the largest number of young people to arrive on one steamer for many years. The girls will seek employment as maids, while the young men are ready to tackle any job they many find."  She brought in a coop of game bantams and as varied a cargo as one could wish for, among which was 114 tons of onions, 80 tons of magnesium ore, 122 tons of bleach, 50 tons of flax, 26 tons of steel and 13 tons of tiles.  Homewards on the 11th, she had only 27 saloon and 149 steerage (plus five deportees) and no grain but had 550 cattle and 800 sheep. 

Cymric's next westbound crossing was long and miserable and wonderfully accounted as only the Boston papers could, in the Boston Evening Transcript of 5 May 1911, the day she docked some 30 hours late:

The liner's passage from Daunt's Rock was  almost continuously stormy, only one fair day being recorded on the log book. That was May 2 when she was able to travel 378 miles. Westerly gales were encountered beginning on April 27, retarding her so that her mileage for the twenty-four hours was only 293.

Steadily the weather increased in violence, and, against a heavy head sea with which she had to contend, she was able to make only 239 miles on April 28. On the twenty-ninth the elements attained their height and the Cymric, pounding through a very high sea, was able to make only 211 miles. When the distance covered during that day is compared with the 378 miles on May 2, an idea may be gained of how rough it was. From April 29 the weather steadily grew better and the steamer was able to make better time although, however, she was retarded considerably. May 2 was on ideal day, there being only a gentle breeze, a slight sea and a  clear sky, with the thermometer at 43.  It was  too good to last, however.

Heavy weather set in again on the next day, continuing until last night. The passage required eight days twenty-two hours and fifty-seven minutes.

Cymric disembarked 32 saloon and her second best steerage list of the year, 947 in all of whom 386 were Irish, 178 Scandinavian, 159 English, 43 Finns, 74 Russians etc.

If her eastbound passenger loads lagged (just 53 saloon and 220 steerage), Cymric's holds and pens were will filled on departure for Liverpool on 9 May 1911 with 130,000 bushels of corn, 10,000 bags of sugar, 500 tons of provisions, etc. and she had 700 head of cattle and continued to carry sheep, in this instance, 225.  

Cymric left Liverpool 23 May 1911 and Queenstown the next day, having 56 saloon and 681 steerage aboard. Cymric was at Queenstown when on the 24th the Cunarder Ivernia, also outbound from Boston, ran onto the southern fringe of Daunt's Rock at the entrance to the harbour and seriouslly damaged. The White Star liner stood by in case she was needed but Ivernia was able later to be brought alongside.

Credit: The Boston Globe, 2 June 1911.

Delayed ten hours owing to fog, Cymric docked at Boston on 1 June 1911 and her most feted passengers was  aviator James V. Martin, vice president of the Harvard Aeronautical Society, who was coming over to take part in that season's aviation meet at Waltham.  He arrived with one of his aeroplanes crated on deck and with his new bride who learned to fly from him and claiming to be the first Scottish woman to fly two weeks previously in a Farman. In addition to Mr. Martin's flying machine, Cymric brought in a 2,700-ton cargo

By any standards, June 1911 marked the apogee of the Edwardian Age, The British Empire and indeed of White Star Line itself with the maiden voyage of the 45,324-grt Olympic from Southampton on 14 June followed by the Coronation of King George V on the 22nd.  En route to Boston that day, Cymric's saloon passengers enjoyed a special Coronation dinner and the saloon specially decorated for the occasion. She docked at Boston on the 29th, landing 55 saloon and 572 steerage, after a fair passage with only one day of fog the previous day. Her cargo was reckoned to be "one of the most valuable received from Liverpool for a year," including 59 mammoth logs of mahogany, silverware, jewels and brandy.  

Credit: The Boston Globe, 4 July 1911

Cymric's return crossing, beginning 3 July 1911 (a day earlier to get her on her way before the Independence Day holiday), had the best eastbound saloon list of the year, 193, as the Coronation spurred American tourism to Britain in general. She and Mauretania were in the Mersey on 18 July during the celebrations attending the opening of the Royal Liver Building at the Pierhead and instant icon of the city.

A cholera scare that summer, based on the disease in Italy, Austria, Russia, Turkey, had all arriving immigrants of these countries coming in aboard Cymric on 27 July 1911 taken ashore for quarantine at Gallups Island in Boston Harbor where they be held for at least 24 hours. Cymric arrived off Quarantine at 8:20 a.m. and was released just before noon, coming alongside Pier 44, Hoosac docks, 15 minutes later.  In all, she had 87 saloon and 572 steerage passengers. All of the 141  quarantined passengers were released within 48 hours, none showing signs of illness. 

Cymric with what was described as a "merry band of tourists," was late departing Boston on 1 August 1911 owing to a tardy delivery of six carloads of cattle. She had 82 saloon and 351 steerage aboard.

Credit: The Boston Globe, 29 September 1911.

Possibly for drydocking, but Cymric appears to have "taken some time off" in late summer 1911, and did not make another voyage to Boston until 19 September. Her passenger numbers were shorted 150 when that many intending steerage passengers were unable to reach Queenstown the following day in time to embark owing to a railway strike. With 152 saloon and 569 steerage passengers, she left at 1:30 p.m.  Notable among her saloon passengers was Alfred Tennyson Dickens, the eldest surviving son of Charles Dickens and normally residing in Melbourne, Australia, he was coming to America for a lecture series, "My Father's Life and Works." Also aboard was Lady Anugusta Gregory, Irish dramatist and a director of the Abbey Theatre in Dublin.  Lady Gregory, who lived in Gort, Galway, was obliged to motor to Queenstown owing to the railway strike and nearly missed the boat with an English chauffer who did know the roads and got lost, the motor suffered several punctures and ran out of petrol en route.  During the crossing, Lady Gregory worked on another new play.  Both distinguished passengers were on their first visits to America. During the voyage, the wife of millionaire Baltimore lumber merchant, E.F. Burke, was promenading on deck wearing, "for safekeeping, a pearl necklace valued at $30,000, when it broke and the pearls scattered about the deck. "Aided by her servants and several of the servants," Mrs. Burke recovered every one of the gems. 

Thirteen college boys returned to New York in Adriatic in August 1911, some had gone out in Cymric working their passage as cattle tenders out and stewards back, and all much preferring the "easy" cattle boat duties to 18-hour days as junior stewards and dishwashers. One told a reporter of the routine as a cattle tender: "On the Cymric we had to get up at 3:35 o'clock in the morning and water and hay the cattle and work around the ship until 6 o'clock, when we knocked off for breakfast. We were then off until 8 o'clock, when we turned to hauling up hay and grain from the hold until 2 o'clock. There was not much work after that except feeding and bedding down the cattle at night and we got to bed early. " (Ithaca Chronicle, 7 September 1911).

After a crossing that Capt. F.B. Howarth described as "disagreeable throughout" weather-wise with strong breezes, head seas and fog, he brought Cymric into Boston the morning of 29 September 1911, 15 hours late, having taken 8 days 10 hours from Daunt's Rock. Her 1,000-ton cargo, was enlivened by two valuable horses, a valuable chow dog, a bull terrier and "a prize cat."

With the largest outbound freights carried out of Boston for many months-- 7,000 barrels of apples, 143,156 bushels of corn, 40,000 bushels, 3,600 bales of cotton and 421 cattle, etc.-- Cymric sailed for Liverpool on 3 October 1911. Among her 41 saloon passengers was Thomas Whitworth of Boston who was said to have crossed the Atlantic 100 times, and there were 201 in the steerage. 

The introduction of Olympic filtered down through the whole trans-Atlantic fleet. That August, the 15,801-grt Arabic returned to the Boston run and freed up Zeeland, which after her 26 September 1911 sailing from Boston, would be returned to Red Star service. 

The Boston Globe, anticipating a good old-fashioned trans-ocean race, reported on 18 October 1911 that Cunard's Ivernia (Capt. W.B.D. Irvine), on her first crossing since her grounding in the harbour, and Cymric (Capt. F.B. Howarth), left Queenstown that morning within half an hour of each other. The Cunarder was first out and the White Star liner followed at 10:30 a.m. Ivernia was coming over 52 First, 376 Second and 459 Third Class passengers whilst there were 53 saloon and 731 steerage aboard Cymric.  On the 23rd both ships wirelessed their positions and Ivernia was 1,130  miles east of Boston light at 1:00 p.m. and Cymric, 848 miles east at 8:30 a.m. On the 24th, Cymric was reported 80 miles southeast of Sable Island at 7:30 a.m. and Ivernia reported several miles ahead.

As with any good race, there was little in the result with both Ivernia and Cymric arriving off Quarantine with the Cunarder 15 minutes ahead, the evening of 25 October 1911, where both anchored for the night.  The following morning, Ivernia swung into her East Boston berth at 9:00 a.m. and Cymric just 100 yards astern.  That it was a real race was not in doubt despite the predictable pronouncements by both captain denying any such effort.  Cymric maintained a consistent lead from Queenstown until the 20th when she ran into a southeasterly gale and she made only 326 miles whilst Ivernia logged 351 and pulled ahead. Both ships had, in fact, been within sight of one another since departure from Liverpool. Ivernia daily runs after leaving Queenstown were 367, 351, 337, 365, 365, 363 and 88 nautical miles, averaging 14.65 knots.  Cymric logged 361, 326,  355, 353, 358, 372, 369, and 88 nautical miles, averaging 14.50 knots. Her 372 knots was the highest days run of either ship. 

But it was a classic, well fought competition as described by The Boston Globe, 26 October 1911:

Ending one of the most remarkable race on record between big ocean liner, the Ivernia of the Cunard Line and the Cymric of the White Star. Line reached Quarantine late yesterday afternoon, the former a winner by about three-quarters of an hour. Passengers on board the two vessels were wrought up to the highest pitch of excitement, and it is reported that some big sums were lost and won on the result. The Cymric steamed down the Mersey from the landing stage at Liverpool a week ago Tuesday. One hour later the Ivernia, on her first trip to Boston since her accident off Queenstown five months ago, followed.

The Cymric got to Queenstown, embarked a number of passengers and resumed her passage at 10:30 on the morning of Oct 17. She was followed half an hour later by the Ivernia, which had also called at the Irish port for passengers.

Once clear of Daunts Rock, the race was on in earnest. The Cymric maintained her lead for some time, but the Ivernia was steadily closing up the gap of seven miles, which her adversary had on leaving Ireland. Somewhere in in mid-Atlantic the Ivernia forged ahead, but the Cymric pushed her hard and she was only three miles astern when they first hove In sight of the Marine Observatory at Telegraph Hill, Hull.  At 4:46 p.m. yesterday the Ivernia was sighted seven miles to the eastward, while the Cymric was 10 miles away. The Ivernia headed for Broad Sound, while the Cymric pointed for the main  ship channel. At 4:28 p.m. the Ivernia went by Boston Light and 15 minutes later, just as she was coming to anchor at Quarantine, the Cymric swept past the light. She came to anchor within a few hundred feet of the Ivernia.

Both steamers were speeded to their utmost yesterday. At 9:30 a.m. the Cymric was 116 miles east of the lightship. At noon the Ivernia was 13 miles from the lightship and Capt Irvine sent a wireless that he would not dock until morning. A previous message stated that the liner would probably reach her East London berth at 5 p.m.

The last 100 miles both vessels were steaming at the rate of about15 knots. During the entire passage of 2780 miles from Queenstown the steamers were in sight of one another. They arrived below just too late to be inspected bv the port physician. They will be examined early today and will then proceed to their berths in the upper harbor.

Boston Globe, 26 October 1911

The prospect of repeat race was in the offing, too, when their schedules conspired to have Ivernia sail from East Boston at 4:00 p.m. on 31 October 1911, and, at the same hour, Cymric clear her Hoosac pier. "The officers of the Cymric will get the best out of their steamer in the return trip to Liverpool, and will endeavor to wipe out the victory of the Ivernia on the westward run. There is no doubt that the passage will be an exciting one for the passengers on both ships." (Boston Globe). 

Both ships would clear Boston laden with cargo, and it was reckoned the two had enough freight between them to full a train of freight cars 20 miles long.  The White Star liner won the bill of lading competition, however, with the biggest cargo from Boston so far that year, with a deadweight tonnage of 9,000 tons, and including 10,000 barrels of apples, 150,000 bushels of wheat, 4,000 bales of cotton, 400 tons of flour, 300 tons of provisions, 300 tons of hay, 100 tons of lumber and 533 head of cattle. She went out with 21 saloon and 182 steerage passengers whilst Ivernia had 12 First, 72 Second and 100 Third aboard. 

Belching forth great clouds of black smoke, the Ivernia and the Cymric pushed down the harbor yesterday afternoon on their second race to cross the ocean within two weeks. Neither Capt. Irvine of the Ivernia nor Capt. Howarth. of the Cymric would talk about a race or admit that anything of the kind was to take place. 

It was accepted as a fact however, that there would be a mighty contest to see which of the pair would reach the other side first.   The men on the Cymric are particularly anxious that their vessel win because of the victory of the Ivernia on the Westbound trip. There was considerable excitement among the crews and passengers on both vessels and stokers expect to work harder than ever before on the run to across to Queenstown. 

Promptly at 4 the gangways on both steamers were lowered, the lines were cast off and they were pushed out into the stream. The Ivernia had the advantage of being at East Boston and consequently she led the Cymric about 10 minutes passing down the harbor. 

At 4:55 p.m. the Ivernia passed out Broad Sound and five minutes later the Cymric followed in her wake. At that time the Cymric was about two miles astern. When the steamers passed down the harbor the Ivernia appeared to be slightly down at the head, while the Cymric was on a perfectly even keel and was apparently in better racing trim.

When last seen from the observatory at Hull, the liners were pointing straight to the eastward, proceeding under full speed. After they had passed the Graves Light they were lost to view in the gathering darkness.

The Boston Globe, 1 November 1911

In the end, it was a decisive victory for the Cunarder, Ivernia arriving at Queenstown at 11:30 a.m. on 8 November 1911, and Cymric not coming in until the following morning, losing by more than 250 nautical miles.  She arrived at Liverpool on the 9th. 

This voyage, too, was notable for being the last time Cymric carried cattle (533 to be precise) and with the New York cattle run already ended in 1908, she was, in fact, the last White Star cattle boat.  The entire trade was ended by 1913, a victim of the wide use of refrigerated meat shipments and imports from Argentina and an unsavoury, yet important aspect of British trade since the 1870s, passed into history. 

Leaving the Boston route again for the winter to Arabic, Cymric was back on the Liverpool to New York cargo and livestock run. It was an abrupt enough reassignment as Georgic  would leave Liverpool 4 November 1911 for New York and Boston, bringing cargo originally intended for Cymric, and Georgic arrived Boston on the 17th.  

Cymric made her first arrival at New York from Liverpool on 27 November 1911 and returned to the Mersey on 12 December. She sailed on Christmas Eve and  docked at New York on 3 January 1912.

In 1911, Cymric completed

• seven round voyages Liverpool-Queenstown-Boston carrying 5,447 (466 saloon and 4,981 steerage) westbound and 2,600 (557 saloon and 2,043 steerage) eastbound for a total of 8,047 passengers. 
• three round voyages carrying cargo only Liverpool-New York.

Superb photo of an ice-coated Cymric arriving at Boston, only curious as to its publication date, the ship spending winter 1911-12 on the New York run. Credit: Illustrated London News, 24 February 1912. 

1912

Beginning the New Year where left the old one, Cymric cleared New York on 12 January 1912 and was back in Liverpool on the 24th.   Cymric left Liverpool on  4 February 1912 for New York where she docked on the 14th. Mersey-bound, she cleared New York on the 22nd and returned to Liverpool on 3 March.  On her final cargo-only voyage that winter, Cyrmic arrived New York on the 19th and departing there on the 24th was back in the Mersey on 3 April.

Meanwhile a coal strike in Britain was playing havoc with most every aspect of transportation and the economy and no more so than shipping. The Boston Evening Telegraph of 23 March 1912, in reporting of the growing impact of the coal strike, said that the planned sailings of Majestic to Boston had been "cancelled some time ago" and that "much depends probably upon the settlement or protraction of the English miners' strike whether future scheduled sailings of the vessel will be made." In the meantime, Teutonic's schedule sailing to Portland, Maine, was cancelled and instead Cymric, on her first passenger voyage of the year, would call first at Portland before proceeding to Boston about a week later than planned and her sailing from Boston put back from 18 April to the 26th. 

Cymric was to have sailed for Boston on 6 April 1912 but a shortage of coal arising from the strike, delayed her departure until the 10th and she proceeded straight to Boston without calling at Queenstown and her intending Irish passengers made up some of the 100 Third Class embarking there in Titanic direct for New York. 

Credit: The Boston Globe, 20 April 1912.

Making her maiden arrival at the port, Cymric arrived at Portland, Maine, on 19 April 1912, with 298 Second and 866 Third Class passengers, this being, of course, also her first voyage as a "one-class cabin (second) class" steamer.  The Boston Globe reported that "When crossing the Grand Banks the steamship when through a great ice field and sighted three icebergs, the largest of which was 200 feet above the water." One of her passengers, Mrs. R. W. Colomb, was said to have first intended to sail in Titanic and met her husband on the quay, he not being sure she had not sailed in the fated ship until they met.  Cymric proceeded to Boston where she docked on the 22nd with no passengers save 16 aliens refused admission to the U.S. on arrival at Portland and being sent back. She did land 28 prize cattle and two calves, 430 cases of wine and 500 cases of brandy, 365 cases of beer, 455 bags of onions and one crated motorcars among other assorted cargo.

Credit: The Boston Globe, 26 April 1912.

Lifeboats and liferafts, because of the unusual number of them and their evident newness, were noticeable this morning upon the decks of the White Star Liner Cymric, Capt. Howarth, which sailed from Pier 43 in Charlestown at 6 o'clock for Queenstown and Liverpool.

The Boston Globe, 26 April 1912.

There were two cancellations by nervous passengers over the Titanic disaster but Cymric sailed on schedule at 7:00 a.m. on 26 April 1912 with 109 Second and 93 Third Class, most of whom embarked the previous evening. 

The ensuing loss of Titanic has a knock-on effect on all White Star trans-Atlantic services. The planned deployment of Majestic on the Boston-Liverpool route that season (first sailing from Liverpool to have been 7 May and from Boston on the 21st)  was cancelled when she was urgently assigned to the New York run as a replacement.  The Boston service would, instead, be confined to two ships only, Cymric and Arabic, and their sailing dates changed by a week to begin a fortnightly frequency instead of thrice weekly. 

Credit: The Boston Globe, 20 May 1912.

The shadow of the Titanic disaster was long and deep on North Atlantic shipping that whole season. Cymric arrived at Boston, some hours late, on 19 May 1912, when, in response to warnings received from the Greek liner Patris of icebergs, Capt. Howarth elected to take no chances and took the extreme southern route and proceeded at half speed over portions of it. An ambulance greeted the arrival of the ship to take off Boatswain's Mate Thomas Furlong who had been seriously by a falling chest. She disembarked 94 Cabin and 745 Third Class passengers.

Credit: The Boston Globe, 13 June 1912.

Cymric was once again tardy, this time by a day, arriving in Boston on 14 June 1912  by taking the extreme southern track across as well as bad weather on the first four days of the crossing.  A passage time of 8 days 15 hours and 28 mins. was recorded from Daunts Rock at an average speed of 14.31 knots. She landed 97 Cabin and 429 Third Class passengers, one of whom was 11 years old and making crossing on his own, bound from the Isle of Man to San Francisco to join his mother. 

Although now rated Second Class, Cymric's Cabin Class offered an excellent menu for breakfast and luncheon if these examples are any indication. Credit: eBay auction photos. 

With what was said to be the largest list (262) of cabin passengers she had carried to date, Cymric left Boston at noon on 18 June 1912, as the summer travel season kicked in, as well as 229 Third Class, many of whom were "a number of Irish and Swedish maids returning to their old homes for a visit." The Boston Globe further reported that "a great throng of people was on the pier to witness the sailing of the liner, and the scene was an animated one as the Cymric pulled out of her berth and swung her bow down the stream."

Credit: The Boston Globe, 13 July 1912

This time it was fog off the Grand Banks and coast of  New England that had Cymric late (by 15 hours) again arriving at Boston and instead of coming in the afternoon of 11 July 1912, it was the following morning before she and her 149 cabin and 472 Third Class passengers were alongside Hoosac docks. Many friends and relatives had come down to Charlestown to welcome them based on the previously updated arrival and it was not a happy bunch when she failed to show, and as the Boston Globe put it, "feeling her way cautiously through the heavy mist with a double lookout in the crow's nest on the alert to guard against collision with other craft."  The passengers were entertained on the crossing by some excellent boxing matched by welter weight semi professionals Edward Meffun, from West Africa, and John McLaughlin of Dundalk, Ireland. Mr. Meffun won the final match on which a considerable purse was bet. 

Credit: The Boston Globe, 16 July 1912.

Credit: The Boston Globe, 16 July 1912.

Homewards, Cymric took out an excellent high summer list of 251 Cabin and 228 Third Class when she left Boston on 16 July 1912, her passengers including Chief Frank Davey, from Six Nations reservation in Ottawa and Rev. Daniel Canon O'Connell. Her cargo included 88,000 bushels of wheat, 20,000 bushels of oat, 400 tons of provisions, 150 tons of hay, two horses and 715 head of cattle. 

Credit: The Boston Globe, 9 August 1912.

Returning members of the American team at the Olympic Games at Stockholm figured in Cymric's passenger list on arrival at Boston on 8 August 1912 including champion Dr. Edgar F. Gleason (shooting), among the 264 Cabin and 407 Third Class disembarking. 

With close to 1,000 passengers, (276 Cabin and 711 Third), Cymric docked at Boston on 5 September 1912. Of the saloon passengers, 150 were school teachers and 65 per cent of the total list were women. Sadly, one Third Class passengers, a Finnish baby girl died the second day out of Queenstown and buried at sea that night.  Cymric had a new commander, Capt. J. Roberts, formerly of Georgic, replacing Capt. Howarth who had gone to Cretic.  Her return crossing was less impressive both in cargo and passengers, with but  63 Cabin and 98 Third embarking on her sailing on the 10th. 

Credit: The Boston Globe, 24 September 1912.

On 24 September 1912 the Boston Globe confirmed that once again, the Boston service would be down to one ship, Arabic, with Cymric transferred to the New York cargo run. Meanwhile, Cymric was more than earning her keep into Boston and for the second time in succession, had close to 1,000 (274 Cabin and 734 Third)  landing there when she came in on 3 October. Among those in Cabin was Frederick P Leay, the British consul general in Boston, his wife and two daughters. A death occurred aboard, again, with the passing of Mary Horan, aged 26, from Ireland, of heart disease, "the following morning the body, wrapped in a white shroud, was lowered over the side, after a priest had read the praters for the dead. The impressive ceremony was attended by many of the passengers and officers." (Boston Globe, 4 October 1912). 

It was end of the 1912 Boston passenger season for Cymric when she cleared the port on 8 October with 50 Cabin and 182 Third passengers, and a good cargo of 10,000 barrels of apples, 150,000 bushels of grain, 100 tons of lumber, etc., but the Boston Globe reported that she would relieve Adriatic for one voyage to and from New York, but otherwise spend the coming winter on the cargo run.  The Globe added "it is possible that she may never return to the Boston," while the Boston Evening Transcript added that "it is said that she will be replaced next year by a larger and faster vessel."

Marking her first passenger voyage to New York in some nine years, Cymric sailed from Liverpool on 31 October 1912, and arriving there on 10 November with 210 Cabin and 232 Third Class and was, in fact, the first "cabin" steamer of a British trans-Atlantic  line to arrive in the port. Among her cargo was two more consignments of art treasures belonging to J.P. Morgan, from the South Kensington Museum, London, bound for the Metropolitan Museum, and consisting of marble sculptures. With 122 Cabin and 172 Third Class passengers, Cymric left New York on the 16th for Queenstown and  Liverpool where she docked on the 26th. 

It was another winter on the New York cargo run for Cymric starting with her departure from Liverpool on 4 December 1912, arriving on the 12th. Homewards on the 15th, she called en route at Halifax (16th) to bunker after a "tough struggle with the weather conditions on the Atlantic." She took on 400 tons and sailed for New York via Portland and arrived New York on the 20th.

In 1912, Cymric completed:

• seven round voyages Liverpool-Queenstown-Portland/Boston carrying 5,817 (1,452 cabin/2nd and 4,365 steerage) westbound and 2,034 (951 cabin/2nd and 1,083 steerage) eastbound for a total of 7,851 passengers. 
• one round voyage Liverpool-Queenstown-New York carrying 442 (210 cabin/2nd and 232 steerage) westbound and 294 (122 cabin/2nd and 172 steerage) eastbound or a total of 736 passengers.
•  total carryings that year were 8,587. 

c. 1912-13 brochure for the new Cabin (Second) Class Boston service in Arabic and Cymric. Credit: eBay auction photo. 

1913

Cymric came into the Mersey on 5 January 1913 from New York. In another fill-in voyage for one of the "Big Four" on the Liverpool-New York, Cymric left Liverpool on the 16th and Queenstown the next day, Cymric duly arrived at New York on the 27th with 85 Cabin and 239 Third Class passengers. 

Her sailing for Queenstown and Liverpool on 1 February 1913, with 65 Cabin and 192 Third Class, was considerably enlivened when a young woman, Mrs. Agnes Walsh of Philadelphia, "crazed after consulting a fortune teller" before embarking, leapt from the gangway at Pier 60, into the icy North River. "A tall, young quartermaster," 21-year-old John Burchell instantly jumped in and saved her. She was bundled off in an ambulance while "Burchell went back to his job on the forecastle as unconcerned as it if jumping into icy water and staying there for twenty minutes or so was all part of the job." (The Evening World, 1 February 1913). Without further excitement, Cymric arrived at Liverpool on the 11th.

What had become a true "intermediate" and "maid of all work" as such, Cymric departed Liverpool at 4:000 p.m.  on 27 February 1913 for Halifax and Portland with a good list of 233 Cabin and 673 Third Class, of whom 95 and 245 respectively and 340 tons of cargo were for Halifax where she arrived  at midnight on 8 March . "The Cymric's trip was uneventful save for two days, when heavy swells rolled her so much as to smash much chinaware and incidentally make walking difficult."   (Evening Mail). When she arrived and docked at Pier 4 at the Nova Scotian port, Cymric managed to rekindle the "leviathan" impression she enjoyed in her distant youth:

… the big White Star liner Cymric lay as the longest vessel that ever hauled into that mooring. Her margin of length over the next longest ship that has been there stands over thirty-five feet, and the skilful manner in which her commander brought her in imprest me as the neatest display of harbor navigation I have witnessed. Captain Beadnell swung the five hundred and eighty-five foot hulk (13,000 tons) into the docking with as much grace and precision as if he were handling a tiny rowboat.

The Evening Mail, 10 March 1913

Credit: The Boston Globe, 12 March 1913.

Cymric sailed from Halifax for Portland on 10 March 1913 and docked there the following day, landing 511 passengers, most of whom were immigrants and left in special Grand Trunk trains for Canada. Cunard's Ascania arrived the same day from Southampton at 10:00 a.m. and there was a bit of a dust-up as to berth space as the only passenger pier was Grand Trunk Wharf which Cymric occupied first and determined to keep as she unloaded 2,200 tons of mostly perishable cargo. In the end, Cunard made representations to Grand Trunk's managers and Cymric was shifted to the opposite slip to finish unloading but too late for Ascania's passengers to be examined ashore and instead this was done on board.  Cymric sailed from Portland on the 16th with 32 Cabin and 58 Third Class passengers. 

New that Boston season was the conversion of Arabic to "one class cabin (second)" so she was compatible both with Cymric and the Boston route was, like the White Star-Dominion Canadian service, was all cabin (Canada and Teutonic) except for Megantic and Laurentic. Arabic, which held down the Boston route alone that winter, made her final sailing from the port as a three-class ship on 11 March.

On 8 April 1913 Cymric sailed from Liverpool for Portland and Boston and arrived at the Maine port on the 17th with a good list of 233 Cabin and 870 Third Class. She landed all but two Third Class there so when Cymric docked at Boston the following day, she set a new record for the smallest Third Class list even brought into the port, but did land the 116 remaining Cabin Class there. Her first visit to the port that season was more newsworthy for another very value consignment of prize cattle as breeding stock-- one large bull, four yearlings, three bull calves, eight cows and 10 heifers.  Her general cargo included wool, bleach, earthenware, cotton lace, linen and steel. With 170 Cabin and 305 Third Class, Cymric departed for Queenstown and Liverpool on the 22nd and 128,000 bushels of wheat among other cargo.

Cymric departed Liverpool on 7 May 1913 on her last crossing of the season, calling  first at Portland, before continuing to Boston. This had her landing 338 Cabin and 451 Third Class at the Maine port on the 16th and she docked at Boston the next day where 80 Cabin and 507 Third disembarked.  It had been a doubly tragic voyage with the death, on the 12th, of a cabin passenger, Miss Martin, of heart disease, who was bound for Canada to meet her fiancee, and the suicide of a fireman, William Dykes, "supposed to have been crazed by the heat of stokehold and who jumped overboard." (Boston Globe). 

Now under command of Capt. C.E. Starck (in relief of Capt. Beadnell who went to Adriatic), Cymric sailed from Liverpool on 3 June 1913 on her last crossing of the season that would do double duty on the Dominion-White Star berth amid a boom in immigration to Canada and call at Halifax en route to Boston. It being the King's Birthday, Cymric and Canada were "beautifully decorated with bunting" as they sailed down the Mersey.  

Credit: The Boston Globe, 13 June 1913.

Cymric arrived at Halifax on 11 June 1913, landing  144 Cabin and 469 Third Class, before proceeding to Boston where she docked the following day with 138 Cabin and 603 Third Class. Cyrmic's officers reported sighting "several monster icebergs near the spot where the Titanic met her doom. A heavy fog settled over the water while the liner was close to the bergs and her engines were stopped all Monday night to guard against disaster. Capt. C.E. Starck said he saw six berths, some of them of enormous sie, and several growlers and detached ice off Cape Race. Some of the icebergs were fully 150 feet high and must been 600 feet under water. They were half a mile long and stretched across the west-bound steamship track, a serious menace to the express steamers that cross in that latitude. Capt. Starck ordered the engines shut down when the weather thickened, and she remain stopped all one night." (Boston Globe) There was one death on the crossing, Daniel D. Rourke, aged 70, of heart disease, just before arriving at Halifax. Mr. O'Rourke was well known in Boston and one of the founders of the Longshoremen's Provident Union. 

A crowd of about three thousand, mostly friends and relatives of the liner's seven hundred passengers, witnessed the sailing. The Cymric carried 296 cabin and 307 steerage passengers, and as she backed from her berth many of those on board waved small American flags, lending color to the scene. Meanwhile the steamer's big whistle vied with the steam calliope in the Wild West parade, which was crossing Charlestown Bridge, but was unable to drown the shrill harmony of the latter.

Boston Evening Transcript, 17 June 1913. 

Slightly delayed by the arrival and docking of the collier U.S.S. Vulcan at the adjoining Boston Navy Yard, Cymric cast off from Charlestown at 9:30 a.m. on 17 June 1913 for Queenstown and Liverpool. Many of the cabin passengers were school teachers and she had a group of 20 Harvard students and 20 delegates bound for the World's Triennial Sunday School Congress in Zurich. Despite the late departure, three passengers missed the sailing and had to embark by tug in mid harbour.

It was finally "Boston" direct for Cymric upon leaving Queenstown on 2 July 1913, but she still managed to be a few hours late arriving there on the 10th just before 1:00 p.m. owing to  "some slight engine trouble," when a hot bearing necessitated steaming on one engine for six hours.  Her latest commander was Capt. A. Holmes, ex-Cufic, replacing Capt. Stark who went to Athenic.  A good list of 154 Cabin and 569 Third Class disembarked. 

Her turnaround in Boston was occasioned by tragedy when on 13 July 1913 one of the worst accidents within Boston Harbor occurred when at fishing party aboard the racing sloop Alberta were flung into Black Rock Channel when a strong wind capsized the vessel, six of the 15 aboard were rescued but eight men drowned, one of them being Cymric's Second Officer, George Morgan.  His body was not recovered until  the 31st. 

With her flags at half-mast out of respect for Second Officer Morgan, Cymric stood out of Boston the morning of 15 July 1913 with 263 Cabin and 250 Third Class passengers and a fair cargo including 112,000 bushels of wheat and 400 tons of provisions. She arrived at Liverpool on the 24th.

Business remained brisk that season and Cymric, which left Liverpool on 29 July 1913, had 372 Cabin and 725 Third Class aboard after calling at Queenstown the next day.  She, of course, a new skipper, too… Capt. J.W. Hickson.  Sadly, there were three deaths aboard, all children in steerage and when the ship reached Boston quarantine on 7 August, five passengers afflicted with typhoid and measles were removed to the isolation hospital on Gallups Island. Livestock of note including 238 "fancy fowl," many of prize winning quality, brought over for breeding purposes.  Cymric even had a decent outbound list on the 12th, with 141 Cabin and 172 Third, along with 150,000 bushels of wheat. 

It was a grand finale to one of the North Atlantic Ferry's great years and in late summer saw the great westbound exodus from Europe by tourists whilst emigrant traffic burgeoned. In three days, starting 2 September 1913, more than 7,000 passengers landed at Boston: Napoli and Numidian with 2,000 (2), Cretic with 1,800  and Sachem; and on the 4th, Cymric and Cleveland with 2,600. 

Capt. Hickson brought Cymric alongside Pier 43, Hoosac docks, on 4 September 1913 absolutely packed with a record 418 Cabin passengers and 725 Third Class. Many of the saloon passengers were returning teachers (in all, 338 passengers were women)  and Maj. Gen. A.W. Greely, U.S. Army, and Dr. & Mrs. James P. Kelley, "the most travelled couple in the world" with 400,000 miles to the their credit) also figured in notable passenger list. She came in late enough in the day that only cabin passengers could land that evening and the Third Class disembarked the following morning. Among her cargo was 3,208 bales of wool.

Credit: The Boston Globe, 10 September 1913.

Cymric's homeward sailing, beginning at 5:00 p.m. on 9 September 1913, attracted a good list for season eastbound of 96 Cabin and 201 Third Class and more attention when, backing out of Pier 43, she struck a section of the shed on the Great White Spirit Wharf, used by the Boston Elevated Railway Co.,  the channel in the Charles River being only 800 ft. wide at that point. The structure sustained major damage and Cymric's rudder struck the pier pilings,  but the only injury to the vessel was  twisting the supports to stern flagstaff.  Tugs got her under control and she was able to resume her passage out of the harbour. 

When Cymric cleared Queenstown, she had 424 Cabin and 875 Third Class but had augmented her list by one by the time she docked at Boston on 2 October 1913 with the birth at sea of a baby girl to Mrs. Francesca Strumska, a steerage passenger.  In all, it was the largest cabin list Cymric had carried that season. Five children in Third were found to have measles and they were removed to the quarantine station on Gallops Island.  The crossing was made in fine weather except for some fog the last 24 hours. 

Outbound for Queenstown and Liverpool on 7 October 1913, on her last crossing from Boston for the season (Arabic taking three more departures on her own), Cymric had 53 Cabin and 156 Third Class and a cargo that included 168,000 bushels of wheat, 600 barrels of apples, 200 tons of provisions and 150 tons of flour. She also had 1,329 carcasses of pork in her reefer spaces.   En route, Cymric circled around the spot in the Atlantic where the emigrant ship Volturno had burned and been abandoned but did not see the hulk or any wreckage. She arrived at Liverpool on the 16th.

That winter, Cymric relieved Adriatic on the Liverpool-New York run so she could run, instead, on the Mediterranean service.  Leaving Liverpool on 23 October 1913,  touching at Queenstown the following day, Cymric arrived at New York on 2 November with 305 Cabin and 402 Third Class. Her return voyage, beginning on the 8th, with 114 Cabin and 189 Third, was marked by tragedy when just two hours after sailing, an Irish American girl, Delia Sheehan, went behind a lifeboat, climbed the rail and "to the astonishment of passengers," lept overboard in an apparent suicide, making no effort to grab a lifering that was thrown to her. The ship stopped and a boat lowered but she had vanished from sight. 

Cymric made a further call at New York 15-20 December 1913, landing 118 Cabin and 310 Third and sailing with 71 Cabin and 663 Third.

In 1913, Cymric completed:

• eight round voyages Liverpool-Queenstown-Boston carrying 9,053 (2,620 cabin/2nd and 6,433 steerage) westbound and 3,060 (1,340 cabin/2nd and 1,720 steerage) eastbound for a total of 12,113 passengers. 
• three round voyages Liverpool-Queenstown-New York carrying 1,459 (508 cabin/2nd and 957 steerage) westbound and 1,342 (332 cabin/2nd and 1,010 steerage) eastbound for total of 2,801 passengers
• total passenger carryings: 14,919
• one cargo only round voyage Liverpool-New York. 

1914

Cymric plied the Liverpool-Queenstown-New York into winter 1913-14 and in relative anonymity given New York newspapers could not compare with those of Boston in their shipping reporting. On her first departure of the New Year, Cymric cleared the Mersey on 29 January 1914 and arrived at New York on 2 February where she landed 116 Cabin and 113 Third Class passengers.  Making her last departure that season from New York, Cymric, with 111 Cabin and 237 Third (and 7 deportees) sailed on the 7th and arrived back at Liverpool on the 17th. 

Credit: The Boston Globe, 20 February 1914

She was, however, soon back on the New England run which, as the previous year, would include calls at Portland en route to Boston on the first two voyages. This was preceded by the report in the Boston Globe on 20 February 1914 that White Star Line had signed a contract with the Directors of the Port of Boston to use the eastern half of the Commonwealth Pier in South Boston, starting in spring, "regarded as a certain indication that the White Star Line intends to increase the facilities of its Boston service, and in the near future will be running a boat a week from this port."  Hamburg American Line were using the other half of the big pier as of the previous year.  The report stated that "the line (White Star) desires to extend and improve its Boston service by the addition of a large steamer of the Celtic type, of 21,000 tons displacement, and by constructing a new combination freight and passenger boat, both of which, it is expected, will be put on the Boston service soon." It was noted that in 1913, Arabic and Cymric made 20 sailings to and from Liverpool from the port and Cretic and Canopic 14 to and from the Mediterranean wheras in 1912, five ships in total offered 38 sailings on both routes. 

Cymric's first sailing to New England, from Liverpool on 25 February 1914 (and from Queenstown on the 26th),  was a difficult one.  Heavy fog at the Mersey kept her anchored off the bar for 24 hours and then Capt. Lynton Thomson was diagnosed with typhoid fever and requiring him to be landed by tender and replaced by Capt. Hugh F. David, RD, RNR, who had only just arrived in command of Megantic. Gales were encountered during most of the crossing and on 28 February and 1 March greatly impeded her progress so that Cymric did not dock at Portland until 7 March where she landed  115 Cabin and 297 Third Class.  Typhoid fever had broken out among the crew as well and two of her cooks were put ashore at Portland. It was almost dark when Cymric came into Boston on the same day, where her remaining 57 Cabin and 117 Third Class disembarked and an additional two seamen with typhoid were landed and taken to hospital. 

Her departure from Boston on 11 March 1914, with 41 Cabin and 176 Third Class aboard, was  not without incident. Five minutes after she backed out into the Charles, three crew members ran down the pier, having overstayed their leave and missed the boat.  Fortunately there was tug tied up at the pier which was commandeered by line officials to take the men out to their ship. Cymric was making knots and it was a full two miles before the tug caught up with her and her passengers clambered up her side and another two visitors came down to replace them, having miss the last call ashore.  She took out a light load of cargo with 126,000 bushels of wheat, 300 tons of provisions, 100 bales of cotton, 2,000 barrels of apples, 100 tons of flour and 100 tons of lumber.

On her second voyage to Portland and Boston, Cymric (Capt. Hugh F. David) sailed on 25 March 1914 amid some ceremony: "In view of the King's visit to Wirral, the Cymric was decorated with streamers, and were also the tenders which escorted her from the Stage." (Liverpool Daily Post, 26 March 1914). She arrived at Portland on 5 April, landing 71 Cabin and 181 Third there and came into Boston later that day landing the remaining 102 Cabin and 456 Third.  Her homeward voyage on the 7th had 69 Second and 311 Third Class aboard.

Log Abstract for the 7-16 April 1914 crossing from Boston to Liverpool. Credit: eBay auction photo.

With his destination Boston "direct," Capt. F.E. Beadnell (formerly commanding Majestic which had been sold for scrap, ending her wonderful career), took Cymric out through the Mersey on 21 April 1914, and after calling at Queenstown, numbered an even 100 in Cabin and no fewer than 990 in Third (the most that whole season by either Cymric or Arabic) aboard. Coming into Boston on 1 May, Cymric was alongside her slip at Hoosac Docks just after 7:00 a.m. 

Cymric's sailing for Liverpool on 5 May 1914 with 96 Cabin and 298 Third Class was delayed more than half an hour when her Quartermaster, Alfred Wilcox, left the ship in company with officials and inspectors in regard to his being a material witness in alleged theft of $240 from Purser Robert H. Harris, by Francis J. Murphy, an agent at the White Star local office. Wilcox was said to have seen the money taken from the safe and leave the ship. An additional drama was the search for two girls who had been separated from their mother just before sailing.  They were soon reunited and without further ado but missing  a Quartermaster who had stay behind for the trial (which in fact did not place when the complaint was withdrawn), Cymric was backing out into the Charles by 10:30 a.m.  She had aboard what the Boston Globe called "one of the smallest cargoes ever shipped from Boston to Liverpool," which consisted of but 24,000 bushels of wheat and sundries not occupying more than a quarter of her capacity.

Heavy fog delayed many an inbound steamer into Boston, and after threading her way slowly through it for 36 hours, Cymric finally arrived off Boston light at 8:30 p.m. on 28 May 1914, too late to land her 172 Cabin and 845 Third Class passengers until the next morning.  She had been further delayed by detouring 20 miles to the south when revenue cutter Seneca warned of ice in the vicinity.  One passenger, Mrs. Hilda Eager, aged 28, passed away late in the voyage of pneumonia, and was en route with her four-year-son to join her brother who was on the dock to meet her, only to learn of her death.

The Cymric backed from her berth at Hoosac Tunnel Docks, Charlestown, and with the assistance of  tugs was about straightened out for the trip down the channel, when the Cincinnati, with band playing, started to back from the Commonwealth Pier, South Boston. Before the latter was properly headed down harbor the Cymric passed by, and by the time the Cincinnati started ahead was about two ships lengths in the lead. Passengers on each steamship waved to those on the other, while the crowd of hundreds of persons assembled on Commonwealth Pier stayed to watch the interesting scene.

Boston Evening Telegraph, 2 June 1914

Boston Harbor was a busy place the morning of 2 June 1914 with the simultaneous sailings of Cymric from Charlestown and the HAPAG liner Cincinnati from South Boston.  There was more pierside drama attending the White Star liner's departure when a steerage family became separated on the pier just before sailing but "there was a happy reunion, and the family was congratulated by the other steerage passengers," (Boston Globe), who numbered 385 with 172 in Cabin. Among those aboard were 40 Salvation Army members including a 48-piece band and "Bandmaster Harold Brewer had his musicians lined up on the after deck, and the steamer started on her passage they played patriotic airs."  This time she took out a heavy cargo including 56,000 bushels of wheat, 3,500 bales of cotton, 100 tons of lumber, 150 tons of provisions, etc.  Her sailing, too, had a touch of "end of an era," marking as it was supposed to, at the time, the final departure of a White Star liner from Charlestown and henceforth Cymric and her fleetmates would use Commonwealth Docks in South Boston. 

When reporting that Cunard had cancelled Boston voyages of Caronia (from Liverpool on 28 July and from Boston on 11 August) and White Star axed Cymric's 14 July departure from Liverpool and return from Boston on the 28th, the Boston Evening Transcript of 22 June 1914 noted that "transatlantic freight business, east-bound, has been very dull for months. Steamships have been leaving this port only partly filled with cargo. Freight rates for some time have been very low."

Cymric left Liverpool on 16 June 1914, and upon departure from Queenstown at 1:00 p.m. the following day, had 98 Cabin and 422 Third Class passengers.  Several hours late after "groping through fog all night," Cymric docked, surprisingly, at her old Hoosac pier, at 3:00 p.m. on the 25th. According to the Boston Globe, it not been a pleasant crossing: "Passengers arriving yesterday afternoon on the White Star Liner Cymric, Capt. Beadnell, declared they had been warm the entire passage. One man still wore a fur-lined overcoat which he quickly discarded when a hot blast from the city struck the steamer on the way up from Quarantine. One of the woman passengers was wearing furs. The cool weather was accounted for by the close proximity of ice. A cold, damp fog added to the discomfort of the travelers and delay the steamer by several hours in making port." One of the saloon passengers was the theatrical star Margaret Wycherly who "gave informal tango exhibitions on the deck of the steamer." Others recounted seeing vandalism and protests by Suffragettes in London. 

Carmania, Amerika and Cymric all sailed from Boston on 30 June 1914, having between them 2,446 passengers. Cymric was the first off, 30 minutes late, at 10:30 a.m. after a tragic and horrifying accident when a gangplank fell on the heads of a great throng on the pier just before she sailed. One of two gangways in use, this was the second one from the upper level of the pier which, as it was being pulled in, suddenly fell. Henry Cosgrove, aged 75, the father of a passenger, died upon arrival in hospital and three others were injured. "As it [the gangplank] crashed down there were screams and shrieks of people on the dock and others on the steamship who saw their friends struck down before their eyes. Some of them afloat were so frantic they wanted to get ashore, but there was no means for them to do so then. Those on the dock quickly rushed to the assistance of the injured. Among them was Dr. Fred Smith of South Boston. Officers of the Cymric jumped ashore and some of the longshoremen also got busy, and the big gangplank was hauled out of the way. Then there was a call sent for ambulances." (The Boston Globe, 30 June 1914).

It was a tragic beginning to what would prove to be Cymric's final voyage from the Port of Boston she had served for eleven years. Cymric arrived at Queenstown on 8 July 1914 at 8:40 p.m. and after disembarking  nearly 200 there, proceeded to Liverpool at 9:35 p.m.,  where she arrived the following day.  Cymric arrived in a Britain in labour turmoil that summer and a strike by power station engineers and engine drivers prevented her from being moved into Canada Graving Dock as there was no power to pump the water in and the Harland & Wolff men engaged to begin her annual refit, were, in turn, laid off.  On the 14th, she was berthed at Canada Dock no. 1 and would have to moving into the dry dock. Cymric was successfully drydocked on the 21st and by 10 August was back in Canada Dock

By the, Britain and The Empire had been at war with Germany and Austro-Hungary for six days. Amid the chaos, disruption to normal shipping and a stampede of Americans fleeing Europe, Cymric was not going anywhere for awhile.  Her previously announced sailings from Liverpool on 11 August 1914 and from Boston on 25 August and from Liverpool on 8 September and from Boston 22 September were subsequently cancelled.

Credit: The New York Times, 6 August 1914.

Being, of course, an American-owned company, the International Mercantile Marine Co., after three days of meetings with the State Department, had, as reported by the New York Times on 6 August 1914, "decided to place fourteen of its steamships under the American flag" once Congress had amended certainly clauses of the Panama Canal Act, repealing the six months notice requirement and the five-year age limit on the vessels in question. Totalling 160,000 tons and with a capacity of some 17,000 passengers, the vessels to be re-registered  were the Red Star Line's Lapland, Zeeland and Vaderland; White Star's Arabic, Cymric and Teutonic; American Line's Haverford and Merion; Dominion's Dominion and Canada; and Atlantic Transport's Manitou, Marquette, Menominee and Mesaba. 

However it had already been reported on 6 August 1914 that Minneapolis and Cymric "have been requisitioned by the Government." and on the 8th, the Buffalo Courier Express reported that both ships were "definitely announced to sail today" for American ports.  At one point, it was stated Cymric would depart for the U.S. on the 18th. Still she remained in Canada Dock and as the immediate crisis subsided and trans-Atlantic shipping resumed somewhat of a normal frequency, eventually all who wished to return home did after a long and costly wait. 

Cymric's only voyage in H.M. Service as a transport in the Great War was a single voyage from Southampton on 5 October 1914 to Zeebruge (arriving there the following day) with personnel of the British 7th Division along with Armenian, Caledonian, Cestrian, Cornishman, Lake Michigan, Sistern, Turcoman, Victorian and Winifredian.

By mid November, however, IMM lost seven vessels to wartime requisition: Cedric, Celtic, Laurentic, Teutonic, Cymric, Canada and Minneapolis and the magnificent Oceanic had already been lost serving as an armed merchant cruiser. 

Credit: New York Tribune, 26 November 1914.

On 26 November 1914, the New York Tribune reported that "rumors were current yesterday at the Maritime Exchange that the White Star liner Cymric had been sunk by the Germans in the North Sea."

Cymric was released from Government charter in November 1914, and reverted to White Star's Liverpool-New York cargo run, as she was mostly likely intended to do before the war, with her sailing from Liverpool on 20 December, arriving at New York on New Years Eve. 

In 1914, Cymric completed

• five round voyages Liverpool-Queenstown-Portland/Boston carrying 2,957 (615 cabin/2nd and 2,352 steerage) westbound and 1,861 (637 cabin/2nd and 1,224 steerage) eastbound for a total of 4,837 passengers. 
• one round voyage Liverpool-Queenstown-New York carrying 229 (116 cabin/2nd and 113 steerage) westbound and 348 (111 cabin/2nd and 237 steerage) eastbound for a total of 577 passengers.
• total passenger carryings: 5,414.
• one transport voyage Southampton-Zeebrugge

Cymric sails from New York, May 1915.  Note the Vaterland etc. laid up at Hoboken. Credit: Bain News Photos, U.S. Library of Congress collection.

Eighteen years old, she was a large and very valuable ship to go and should still have had many years of useful service left to her. 

J.H. Isherwood, Sea Breezes, May 1970.

1915

Cymric plied the Liverpool-New York cargo run into the New Year, arriving at Liverpool on 19 January 1915 and leaving there on 3 February for New York. 

First U.S. advertisement showing Cymric added to the New York-Liverpool run as of 27 February 1915. Credit: The Sun, 12 February 1915

By then, the White Star Atlantic fleet had been sufficiently denuded of ships so that their services were reduced to New York to Liverpool (Arabic, Megantic, Baltic, Lapland) Boston-Mediterranean (Canopic and Cretic) and Liverpool-St. Lawrence (Zeeland, Vaderland, Megantic) in 1915 and on 12 February advertisements appeared in New York papers showing Cymric added to the New York passenger service with her first departure on 27 February.  

Cymric arrived at New York from Liverpool on 21 February with 71 Cabin and 82 Third Class passengers. She sailed for Liverpool on the 27th with 34 Cabin and 110 Third Class. That the trans-Atlantic Ferry had somewhat recovered was shown by Lusitania, Rotterdam, St. Paul and La Touraine joining her on departure. After "an uneventful voyage," Cymric arrived at Liverpool at 7:40 a.m. on 10 March, and the crossing "made with all lights extinguished to guard against the danger of German submarines." 

When Baltic damaged her rudder leaving her Liverpool dock on 24 March 1915, sailing for New York with 200 passengers, her crossing was cancelled and those holding tickets were rebooked on Cymric and a great quantity of mail, too, transferred to her.  Others were rebooked on Transylvania and both she and Cymric left Liverpool on the 28th.  Also outbound in the Mersey that day was the Elder Dempster mailship Falaba, bound for Africa,  which was torpedoed and sunk in the Irish Channel but U-28 the next morning, not more than 20 miles from Cymric.  They had both dropped their pilots to the same cutter off Holyhead. Upon hearing her SOS, Capt. Beadnell, heading the standing Admiralty orders not to go to her assistance, put on all steam, swung her boats out and telling the passengers of the danger, they "accepted the news calmly and placed their life preservers handy in accordance with instructions."

When Cymric docked at New York on 7 April 1915, her 190 Cabin and 150 Third Class passengers "were unanimous in their praise of Captain Beadnell for this taking them into their confidence an as a result of this decision to make no mystery of the possible danger which threatened them, there was not the slightest sign of panic in any part of the ship." (The Evening World, 7 April 1915).  Among those aboard were Lady Bullock, wife of Sir George Bullock, Governor General of Bermuda, and daughter Evelyn. "Lady Bullock was bitter in her denunciation of the German policy of submarine attack upon defenceless vessels." Falaba was, in fact, the first unarmed passenger ship to be attacked and sunk in the war and a passenger aboard her, Leon Thrasher, the first American to be killed in the war and among the 104 casualties among the passengers and crew. Cymric did not carry commercial passengers home, but mail and cargo, and departed New York on the 11th and docked at Liverpool on the 21st. 

Capt. F.E. Beadnell, RNR, (left) and Chief Purser Robert Edwards, aboard Cymric in May 1915, just prior to sailing from New York. Credit: Bain News Photo, U.S. Library of Congress collection.

In company with Carpathia, Cymric arrived at New York from Liverpool on 8 May 1915, with 140 Cabin and 238 Third Class passengers. Docking that afternoon, they had only been told, by wireless news, of the torpedoing and sinking of Lusitania the previous night, Capt. Beadnell reported an uneventful voyage and said "he purposely avoided the Irish coast and was never in sight of it." He also denied that Cymric had been ordered to cancel her sailings and said, as before, he would carry cargo to Liverpool. 

Canadian volunteer nurses and ambulance drivers sailing in Cymric for England, 14 May 1915. Credit: Bain News Photo, Library of Congress collection. 

Canadian volunteer nurses sailing in Cymric for England, 14 May 1915. Credit: Bain News Photo, Library of Congress collection.

Cymric did, in fact, carry passengers although it was reported that 90 intending travellers had cancelled passage and when she left on 14 May 1915, she had 102 Cabin and 418 Third Class and not the 60 total that many newspapers initially reported.  There were no Americans aboard but almost all British or Canadians and 90 babies and children and 17 Russians in steerage. She went out fully laden with 10,000 tons of cargo, including "many armored motor trucks' (140 in number), shell casings, fuses, cartridges etc., it being  freely admitted that most of her freight was "largely contraband." 

When Cymric sailed at 12:30 p.m. on 14 May 1915, she was seen off by a great crowd of some 1,000.  "The officials of the White Star Line took every precaution to see that the life preservers, boats, and all life-saving apparatus was in first-class condition and good working order before the Cymric sailed. Several wooden life rafts were bought and put on board yesterday morning." (New York Times). It was reported that there would be a daily lifeboat drill and boats swung out in their davits.  Cymric docked at Liverpool safely and on schedule on the 24th. 

Cymric's lifeboats and one of the newly installed liferafts on her Boat Deck just before sailing from New York, 14 May  1915. Credit: Bain News Photo, Library of Congress collection. 

Leaving Liverpool on 2 June 1915 for New York, with 81 Cabin and 211 Third Class passengers, Cymric also carried the body of Catherine Hickson Kennedy, of New York, a victim of the Lusitania sinking.  She arrived off the New York bar at 7:25 p.m. on the 14th and docked the next morning at 8:00 a.m. as did St. Paul. 

With 122 Cabin and 242 Third Class passengers, Cymric backed out into the North River at 1:00 p.m. on 18 June 1915. She was an hour late "to take on board a big aeroplane which was sent alongside in a steam lighter at the last minute. Five airships were stowed in the hatches forward and built in with beams, and seven more of the machines were stowed in big wooden cases on the after decks. The Cymric carried 16,000 tons of provisions of all kinds for the British Government in her holds." (New York Times, 19 June 1915). Upon her safe arrival at Liverpool on the 29th, The Evening World reported on the precautions taken during the voyage, "Entering the Irish Sea yesterday, passengers were ordered to adjust their lifebelts, boats were swung out and made ready to be lowered instantly, and double lookouts were established. Officers declared these precautions reassured some nervous passengers who feared the Cymric might meet the fate of the Lusitania. They said no submarines were sighted."

Cymric had few takers for her 7 July 1915 crossing  from Liverpool… only 56 Cabin and 49 Third Class. Once again, she had an uneventful crossing, but was only 50 miles southwest of Orduna (Pacific Steam SN, but chartered to Cunard Line) when she just missed being torpedoed south of Queenstown on the 9th.  Cymric arrived at New York on the 18th. Homebound, there was but one American among the 52 Cabin and 118 Third Class, all the others being British or Canadian.  Her cargo was substantial: 15,500 tons in her holds and big consignment of motorcars on her foredeck. 

When Cymric arrived safely at Liverpool on 3 August 1915 she landed Capt. Hatield, owner and master, of the schooner Gypsum Queen (642 tons), and his eight-man crew, rescued when she foundered on 31 July 600 miles west of Fastnet during a northerly gale. Bound from Halifax for Preston with a cargo of lumber, the schooner was demasted and swamped when Cymric came upon here four days out into her voyage.  Capt. Beadnell asked for volunteers to man a rescue boat and had  four seaman and a quartermaster, commanded by Third Officer Wm. R. Caley manning a lifeboat and  dispatched in minutes despite the heavy seas, . On arrival, the press reported that "the Cymric's passengers are loud in their praise of the work of the crew and captain of the liner." 

It was a reminder of the traditional perils of the sea, and the seamanship and duty of merchant seafarers, but another reminder of a newer and grimer reality came on 19 August 1915 when the New York-bound Arabic was torpedoed and sunk with the loss of 44 lives.  She was, of course, the longtime running mate of Cymric on the Boston run and her loss especially felt by shipmates on Cymric.

Photos and a description of precautions taken aboard Cymric from Liverpool to New York in August 1915. Credit: The Sun, 22 August 1915. 

No chances were taken with Cymric's next sailing to New York, from New York on 11 August 1915,  and before she  sailed, passengers were mustered in lifejackets and the boats swung out. Passengers asserted, too, that the ship had been under escort by Royal Navy ships until clear of the Irish Sea, but Cymric's officers denied this and said they mistook the routine patrol vessels as forming a dedicated escort.  and varying degrees and quality of escort accompanied her until well out of the Irish Sea, the evening of the 12th. Passengers slept with lifejackets at the ready and, of course, the ship blacked out.  With 100 Cabin and 84 Third Class aboard, Cymric arrived at New York on the 21st and passengers told of sighting a submarine periscope but officers declined to confirm that.  

Cymric sailed for England on 27 August 1915 with 67 Cabin and 121 Third Class and what the press described as "a vast cargo," of 14,000 tons, "almost all war supplies." She arrived safely at Liverpool on 7 September. 

With another German guarantee that no more passenger liners would be attacked without warning, Cymric's next sailing from Liverpool, on 15 September 1915, was slightly less anxious for her 122 Cabin and 290 Third Class passengers.  When she arrived at New York, passengers and crew related the gossip and rumours prevailing aboard theirs was a "marked ship" having carried the largest cargo of munitions dispatched to date from New York to Britain on her last outbound trip and asserted she had indeed been escorted when 400 miles from Liverpool. Among those in steerage were 100 Spanish miners, en route to Clarksburg, West Virginia and 150 negro muleteers returning from looking after a consignment of 800 mules shipped aboard Winifredian from Norfolk, who transhipped to the Old Dominion steamer Jamestown for passage to Norfolk. 

The muleteers gave no trouble to the officers of the Cymric They established their own court of Justice on the lower deck to deal with offenders. Five  minutes late to meals was punished by five strokes from a leather belt well laid on the bare back by a negro Hercules named Jack Johnson. Spilling water on the lower deck earned ten strokes, smoking against the ship's rules twenty strokes, and sassing the Judge of the court twenty-five strokes. 

The New York Times, 27 September 1915.

With 141 Cabin and 227 Third Class passengers, Cymric left New York at 12:30 p.m. on 1 October 1915, loaded well down to the marks with 15,000 tons of munitions, 100 motor trucks, empty shell casings and small arms ammunition.  She was, in fact, thirty minutes late, waiting for 22 cases of aeroplane parts to arrive, making for a total of 122 crates aboard. Capt. Beadnell confirmed to reporters that she would be escorted from 100 miles west of Fastnet. She reached Liverpool without incident on the 11th.

When Cymric left Liverpool on 27 October 1915, she was laden with 199 Cabin, 148 Third Class passengers, 4,500 tons of cargo (including dry good, herring, Scotch whisky, pickles, jams and beer), 2,750 bags of mail and $1.35 mn. in gold. Among her passengers were 125 English and 100 Irish men under 25 years of age, "who are thought to have come to American to escape conscription," and the New York Times reported that when they were at the Landing Stage at Liverpool, a recruiting sergeant looked them over and said, "You may go the United States because you are no good to us. Men of your type are liable to look down the end of a gun to see if it is loaded, and are no use to any country in the hour when help is needed."

Cymric sailed from New York on 12 November 1915 without passengers, but with 17,500 tons of cargo and arrived at Liverpool on the 23th.

Beginning the final crossing of a busy year, Cymric cleared the Mersey on 3 December 1915 with 107 Cabin and 40 Third Class passengers, 2,778 bags of mail, $2.5 mn. in gold and… no ship's orchestra. "The band was not allowed to sail this voyage, as the Government officials at Liverpool said it was not necessary and the musicians were all under the military age." (New York Times, 13 December 1915) and for the first time, all passengers had to produce a passport before being allowed to board, which had dramatically reduced westbound Third Class travel since its introduction.  She docked on the 12th.

Laden with 18,000 tons of cargo but again without passengers, Cymric sailed from New York on 18 December 1915, arriving at Liverpool on the 29th.  It was reported upon departure that these cargo only sailings of Cymric earned White Star $360,000, paying far more than with passengers and freight stored in cabins and steerage compartments.  Cymric returned to Liverpool on New Years Eve.

In 1915, Cymric completed

• nine westbound crossings carrying 1,066 cabin/2nd and 1,292 steerage for a total of 2,358 passengers.
• six eastbound crossing carrying 518 cabin/2nd and 1,236 steerage for a total of 1,754 passengers
• three eastbound crossings carrying cargo only.
• total passenger carryings: 4,112.

Outward bound, Cymric begins another voyage. 

1916

Beginning her 18th and last year in service, Cymric (Capt. F.E. Beadnell) sailed from Liverpool on 11 January 1916 with 46 Cabin and 35 Third Class passengers and $100,000 in gold and  $26.5 mn in American securities to help pay Britain's growing war debt. With renewed German submarine activity off the British shipping lanes, Cymric was escorted out of the Mersey and Irish Sea by three torpedo boats until 100 miles out at sea and she detoured around the danger zone off the Fastnet.  But the greatest threat faced was old fashioned Winter North Atlantic weather the first half of the crossing, "which wound up in a hurricane squall on Monday morning that whipped the combers into the yeast that smothered the ship from stem to stern, but did no damage except to the feelings of sensitive passengers." (The Sun). On the hurricane day the Cymric covered only eighty-two miles, and in all, it took her 12 days to make the crossing, one of her slowest ever. 

With a remarkable lack of newspaper coverage, Cymric sailed from New York on 28 January 1916 with 65 Cabin and 48 Third Class. She arrived at Liverpool on 7 February to end what would be her last passenger voyage.

Credit: New York Tribune, 14 March 1916.

Although advertised for passenger sailings from Liverpool on 16 February 1916 and from New York on 3 March, Cymric would never carry commercial passengers again.  With the return of  The Big Four to White Star's Liverpool-New York run, along with Lapland, she was no longer needed but her epic cargo capacity remained invaluable and she instead was employed in this capacity, carrying almost entirely munitions.   The New York Times of 8 March  reported that in 36 hours nine ships had left the harbor carrying 55,000 tons of "arms, ammunition and other military supplies," the most ever. Three, Rochambeau, Canopic and California, carried passengers but no explosives. Cymric sailed from Liverpool on 24 February  and arrived New York on 6 March.

Several thousand more tons of American munitions will be available for the Allies if two White Star liners sailing within the last three days reach Liverpool safely. The Lapland left on Saturday and the Cymric yesterday, both with capaacity cargoes, in accordance with a recent order requiring White Star boats to give exclusive preference to munitions.

Passenger accommodation on ships of this line were cancelled for the present month, and two large liners-- the Cedric and the Celtic-- were lately released to the line by the Admiralty to increase the freight carrying capacity. 

Shells, rifles, revolvers, bayonets and barbed wire were some of the articles listed on the manifests of the last two ships to leave.

New York Tribune, 14 March 1916

Cymric and Lapland sailed from New York for Liverpool  together on 11 March 1916, both with cargo only, although Lapland called en route at Halifax to embark eastbound passengers. Cymric reached Liverpool on the 23rd. 

Cyrmic sailed from Liverpool  on 12 April 1916 and arrived at New York on the 22nd, carrying mails but again no passengers. With what was later described as "an enormous cargo of war munitions, 110 officers and crew but no commercial passengers, she left on the 29th, Mersey-bound.   "When the Cymric sailed from here on April 29 her entire cargo consisted of munitions of war." (Oregon Daily Journal, 9 May 1916). Her 15,000-ton cargo, valued at $1 mn., one of the largest she had carried to date in the war, comprised: 

8 cases of firearms.

13 cases of guns.

80 cases of rifles.

820 cases of  gun covers.

590 cases of primers.

2,163 pieces of forgings.

11,049 cases of empty shells.

300 cases of cartridge cases.

40 cases of aeroplanes and parts.

81 cases of tractors and parts.

62 cases of lathes.

7,554 barrels of lubricating oil.

60 cases of steel tubes.

107 cases of copper tubes.

1,768 plates of spelter.

20 cases of gun parts.

6 cases of bayonets.

624 cases of rubber boots and shoes.

220 cases of fuse heads.

7 cases of empty projectiles.

122 cases of forgings.

8,600 cases of cartridges.

6,720 cases of fuses.

18 cases of automobiles.

1,247 cases of agricultural machinery.

1,231 bundles of shovels.

831 bales of leather.

400 reels of barbed wire.

21,908 bars of copper.

1,056 cases of brass rods.

Commanded by Capt. Frank E. Beadnell, Cymric's principal officers were C.K. Tyson, Chief Officer; G.R. Pope, First Officer;  William Glenn, Chief Engineer; Robert Edwards, Purser; and J.B. Malcolm, Chief Steward. and altogether she had 110 officers and men aboard.

Kapitänleutnant Walter Schwieger (1885-1917), commanding U-20, who sank Lusitania, Cymric and a total of 49 ships, totalling 183,833 tons, before being killed when his U-88 was sunk by a British Q-Ship in September 1917.

The on and off again German submarine campaign whose strategic purpose and tactical successes were countered by the increasing outrage in the neautral United States occasioned by the attacks, without warning, against passenger liners, even those whose holds were packed with the contraband of war. On 25 April 1916 Germany announced it would end submarine attacks without warning and its submarines ordered to return to their bases for the timebeing. Despite this, probably the most notorious of all U-Boats, U-20, (Walther Schweiger) which had torpedoed and sunk Lusitania,  remained on patrol off the shipping lanes west of the Fastnet. 

On 9 May 1916 it was first reported that Cymric had been torpedoed at 4:00 p.m. the previous afternoon, with initial reports stating she "was still afloat and is proceeding to an Irish port." The following day came the news that Cymric had founded and 107 of her crew arrived at Bantry, Ireland, it being reported that "although badly damaged," Cymric, "made her way for some hours and finally sank."

So it was, almost a year to the day Lusitania had been sunk,  U-20, fired three torpedoes at Cymric at 1:10 p.m. 8 May 1915, 138 miles west north west of Fastnet.  Tough as ever, she took one torpedo in her engine room postside, but still stayed afloat for 11 hours, not sinking until 3:00 a.m. the following day. 

The torpedo hit the far side of the engine room,  exploding the high pressure cylinder of the port engine, spraying shrapnel through the space. The explosion blew off the engine room skylight and  and plunged the ship into darkness and she settled by the stern. Four men, including Third Engineer J. Watts, were instantly killed by the explosion and Chief Steward J.B. Malcolm downed while abandoning ship, descending by rope to a boat in the heavy seas and falling between the boat and the hull, he was carried off by the high seas before he could be rescued. The boats were launched with considerable difficulty with a half a gale blowing and one was smashed against the ship's side in the process and broke apart. Five boats in all were successfully lowered. 

The weather was defined as being "rather fresh from the south-east and some swell on, and rainy," and when it was clear Cymric was not going to immediately sink, the boats sheltered under her lee and some, including Capt. Beadnell and the wireless operator, reboarded to get additional clothing and get off a distress call using battery power at 3:30 p.m.. A British naval vessel arrived at 9:10 p.m., taking off the crew and standing by until Cymric foundered at 3:25 a.m. 9 May 1915, sinking by the stern. Among the crew, all British, save one Russian and two Belgians, were six consular passengers, or as alternatively described "distressed  British seamen." They were landed at Bantry by noon. 

Credit: The Gazette Times, 9 May 1916.

Credit: St. Louis Globe Democrat, 9 May 1916.

Credit: San Francisco Chronicle, 9 May 1916.

Credit: Harrisburg Telegraph, 9 May 1916.

Although technically in violation of the German pledge to cease torpedo attacks without warning, the sinking of Cymric caused very little response in the United States as she was not carrying passengers and loaded to the marks with the single largest shipment of war contraband yet to leave American shores for Britain. Indeed, her loss was one of the greatest victories of the German submarine service to date, and showed the complete failure of the British to provide any meaningful convoy or protection for their merchantmen on approach into the Irish Sea. Most keenly felt was the loss of 62 crates of sophisticated lathes and dies, etc., vital to arms manufacture. 

In 1916, Cymric completed:

• one round voyage Liverpool-New York carrying 81 (46 cabin/2nd and 35 steerage) westbound and 103 (65 cabin/2nd and 38 steerage) eastbound  for a total of 184 passengers.
• one round voyage Liverpool-New York carrying cargo only.
• one westbound crossing Liverpool-New York carrying cargo only.

Cymric, which carried a value of $330,000 on the company books, was insured for $495,000, although her real value, her 18,000-ton earning capacity at a time of high wartime freight rates, was worth far more than the difference.

The Marine Engineer and Naval Architect of July 1916 paid tribute to the engineering staff of Cymric, including Third Engineer J.R. Watts (top left) and 6th Engineer Hugh Morton (top right) who were killed when she was torpedoed, "homeward bound on a perfectly peaceful errand."

Third Engineer J.R. Watts. Credit: Liverpool Echo.

s.s. CYMRIC 8 May 1916

Roll of Honour

Dennis Bergin (Fireman)

John Kenny (Greaser)

James Bannerman Malcolm (Chief Steward)

H. Morton (Sixth Engineer)

John Reginald Virgo Watts (Third Engineer)

The Cymric was well-known in the Mersey, and had been both in the New York and Boston trades. She was a very popular boat among Atlantic passengers, although not a flyer, many preferred her for her comfort and steadiness. Until recently she carried passengers, but latterly confirmed herself to cargo.

Liverpool Echo, 9 May 1916

s.s. CYMRIC 1898-1916

187½ North Atlantic round voyages

2 UK-Cape Town round voyages

Distance steamed 1,242,000 nautical miles

Passengers carried 155,522

Cymric at sea, North Atlantic, en route from Boston to Queenstown, July 1908, taken by Miss Rose Fitzgerald, the future Mrs. Rose Kennedy and mother of U.S. President John F. Kennedy. Credit: Kennedy Family Collection, John F. Kennedy Presidential Library and Museum, Boston.

Invaluable in boom times, irreplaceable in war, but not repeated in a forever changed post-war era, Cymric's epic cargo and emigrant capacity would have been of little utility amid diminished trade and drastically curtailed immigration. Like most successful ships, she thrived in the era and conditions that inspired her-- the last great heyday of The Ismay Line. It is doubtful that there was a more profitable ship in White Star's history.  Here's to the staunch s.s. Cymric in her 125th anniversary year!

Built by  Harland & Wolff Shipbuilders, Belfast no. 316 

Gross tonnage      12,646 (as built)

                               13,096 (1903)

                               13,370 (1915)                                        

Length: (o.a.)        601 ft. 

              (b.p.)        585 ft. 5 ins. 

Beam:                     64 ft. 3 ins. 

Machinery:            twin four-cylinder (25½", 36½", 53", 75½" dia) 54" stroke quadruple-

                                expansion engines 6,800 ihp, twin-screw                                

Speed:                    14.5 knots service

                                15.5 knots trials

Passengers            110 Saloon 1,160 Steerage

                               258 Saloon 1,160 Steerage  (1903)     

                               450 Cabin (Second) Class 1,000 Third Class (1912)

                               120 Cabin (Second) Class 800 Third Class (1915)

Livestock              850 head of cattle

Officers & Crew   150 

Famous Liners of the Past, Belfast Built, Laurence Dunn, 1964

The History of Steam Navigation, John Kennedy, 1903

The Ismay Line, Wilton J. Oldham, 1961

Merchant Fleets, White Star Line, 1990, Duncan Haws

North Atlantic Seaway, Volume Two, N.R.P. Bonsor, 1978

Ocean Steamers, F.E. Chadwick

Portrait of a Port, Boston 1852-1914, W.H. Bunting, 1974

The Ships of the White Star Line, Richard de Kerbrech, 2009

White Star, Roy Anderson, 1964

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Breeder's Gazette

Cassier's Magazine

Chambers Magazine

The Church

The Era Magazine

The Graphic

Sea Breezes

The Engineer

The Marine Engineer

Marine Engineering

The Railway Agent and Station Agent

Proceedings, Institution of Mechanical Engineers

The Syren & Shipping Illustrated

Baltimore Sun

Bangor Daily News

Belfast News-Letter

Boston Evening Transcript

The Boston Globe

The Boston Post

Brooklyn Daily Eagle

Chicago Tribune

Cork Daily Herald

The Courier and Argus

Evening Chronicle

The Evening Mail

The Evening Post

The Evening World

The Gazette Times

Glasgow Daily Mail

Glasgow Herald

The Guardian

Harrisburg Telegraph

Liverpool Journal of Commerce

Liverpool Mercury

Liverpool Daily Post

Meriden Daily Journal

The New York Times

New York Tribune

News Journal

North British Mail

Oregon Daily Journal

San Francisco Chronicle

St. Louis Globe Democrat

Standard Union

The Sun

The Times Tribune

Wilkes-Barre Times Leader

https://www.angloboerwar.com/

https://collections.nationalmuseumsni.org/results

https://www.digitalcommonwealth.org/search

https://www.encyclopedia-titanica.org/community/forums/cymric-1898-1916.1760/

https://www.encyclopedia-titanica.org/when-animals-travelled-first-class.html

https://groups.io/g/LinersList (Mark Baber's "This Date in White Star History" series

https://historicengland.org.uk/

https://www.jfklibrary.org/

https://www.loc.gov/pictures/

https://www.marinersmuseum.org/

https://oldwirral.net/birkenhead_abattoir.html

https://www.liverpoolmuseums.org.uk/maritime-museum

https://www.reddit.com/r/OceanLinerArchitect/

(campbejk94)

https://www.rmg.co.uk/national-maritime-museum

https://www.shipsnostalgia.com/

https://www.titanicbelfast.com/

https://www.archives.gov/

https://en.wikipedia.org/wiki/SS_Cymric

Additions/Corrections/Contributions welcomed

contact the author at posted_at_sea@hotmail.com

© Peter C. Kohler