THE IRON MAIDEN BARROW BUILT: S.S. CITY OF ROME

 

Opinion has been almost unanimous  that she was  the most  stately and well proportioned  steamship ever built.

North Atlantic Seaway,  Vol. 1

Steamship  City  of Rome.  We have often had occasion to refer to this steamer, one of the most graceful and majestic Leviathans of the deep, which render voyaging on the Atlantic as enjoyable as it is rapid. She has, perhaps, been outdone in speed by some of her later rivals, but for perfection of outline, elegance, and luxuriousnous of decoration and upholstery of her magnificent saloons and commodious berths, and the general air of comfort and convenience which pervade her, has not been surpassed by any of the floating palaces. 

Ulster Echo, 14  May 1892.

Conceived  during  one of the  greatest periods of competitive achievement  on the Atlantic Ferry by one of  its  ableist champions, The Inman Line, and built by  one  of the most promising of British yards, at Barrow  in Furness, she was to  be Britain's first  true  superliner-- the largest  and longest in the world  save the moribund Great Eastern, and designed to be the fastest,  and the  first with the three funnels, City of Rome was initially one of the greatest flops  ever built.  To be progressively  built of steel,  she was  instead  rendered in already archaic  iron, making her deficient in cargo carriage and speed. She remains  the only  major trans-Atlantic  liner  to be  refused  by her  buyers, that rare failure of The Victorian Age  that distained  it like no other.   

Yet,  once put right and whilst never  vying for  records  in speed, City of Rome  found  a  home with Anchor Line, a ship of such  size  and quality as to be the true  flagship with them she aspired to be  with Inman.  From the Mersey  for nine years and from the Clyde  for another eleven, City of Rome  settled down to  a popular and useful  career,  redeeming herself with her seakeeping qualities,  comfort and  above all,  her looks.  Reckoned by many to  be  the most  handsome liner  ever to cross Atlantic, and one of the narrowiest ever  built  in terms of  her length  to  beam  ratio,  she was surely  the sleekest and if  she crossed in "seven and a bit" instead of chasing fleeting records, no  ship looked better doing it,  either. Anchored off Prince's Landing Stage in the Mersey, or off the  Tail  of  the  Bank in the Clyde,  navigating  the  fogs and bergs off Cape  Race or gliding up  the North  River  in New York, City of Rome stirred the  hearts of   taciturn  seamen and disinterested  landlubbers alike  during an  eventful  21-year  career. 

Discover the failure  turned faithful  favourite, the truly  magnificent looking

s.s.  City  of  Rome, 1881-1902.

City of Rome in her last  guise under  Anchor Line.  Credit: National Maritime  Museum. 

City of Rome as completed for Inman, by Antonio Jacobsen. Credit:  invaluable.com

City of Rome, artist unknown.  Credit: Eldreds auctions

The history of the Inman Line, which owes its inception to William Inman (who died in 1881) and his co-partners, is the history of all the great institutions in England, a good basis, sure foundations, and the gradual growth of a legitimate plan. It was the first regular line of steamers across the Atlantic consisting entirely of iron ships propelled by the screw. 

Notes for A History  of Steam Navigation. 

After a period  of  six years, during which time other lines were  bringing forward noble vessels to obtain the much-prized 'fastest passage,'  another beautiful vessel,  the City of Rome,  was launched  for  line at Barrow, on June 14th, 1881 and sailed on her first voyage from Liverpool, October  18th, 1881. She was the  subject of much comment when being built, but the great expectations were not realized. 

The  Atlantic Ferry, Its Ships, Men and Working. 

With a view of still further providing for the comfort and swift transport of the rapidly increasing numbers who cross the Atlantic between New York and Liverpool, the Inman Steam-ship Company decided some little time since to order a vessel which should combine the highest rate of speed with the maximum of comfort and luxury: a speed but little inferior to that of railway travelling, and luxury and comfort such as can be found only in the most completely appointed modern hotels.

Proceedings of the Institution of Mechanical Engineers.

In an  era  when the world's Ocean Highways were traced in red to  match the  Red Dusters that reigned  supreme  on  all of  them,  and plied by  once well-known  lines of  courage,  vision and achievement  that  have sadly become  all  but  forgotten today-- Guion (1866-1894), Anchor (1856-1986) and Inman (1850-1893)--  a  trio  that figured  significantly in the origins and ensuing career  of Britain's  first  superliner  of the late  Victorian Age: City  of Rome.

William Inman (1825-1881), who introduced  screws and steerage to the  steam Atlantic Ferry. Credit:  National Portait Gallery.

He was a veritable human dynamo for energy, and in addition he had the inestimable advantage of being able to appreciate the other person's point of view. This gave him a big advantage in the competition for passenger favour, for until then most of the steamship owners had been content to bring about their improvements on the technical side, leaving potential passengers to appreciate these improvements or to stay away.

Inman, on the other hand, believed that competition was going to be so strong that the favour of the passenger was the most important thing, and in this he luckily had the support of his wife. They were willing to travel as emigrants on more than one occasion in order to find out for themselves just what the steerage passenger wanted to make him comfortable, and what points in the existing organisation could be improved. Thus they hit at the very foundation of the sailing packet's business by making the steamer a far more comfortable emigrant carrier, and on this a very large part of the prosperity of the Inman Line was founded.

But undoubtedly it also owed a lot to the fact that Inman had a full appreciation of the latest technical development. One or two iron screw steamers had been put on service, but no effort had been made to organise a fleet on those lines.

A  Century  of Atlantic  Travel.

What was first officially called the  Liverpool and Philadelphia  Line was soon familiarly known as The  Inman Line, after  its  founder and one true  visionary, William Inman (1825-1881), made their  reputation on screws  and  steerage and in doing so, gave the  nascent Atlantic Ferry  its  greatest  innovation after  Samuel Cunard.   

City of Glasgow  (1850),  lithograph  by Edward  Duncan. Credit: Wikipedia.

The  line's  roots lay  not in ship owning   but  rather in shipbuilding, at the very  font  of  the  industry, on the River Clyde when the Glasgow  firm of Tod &  McGregor, turned out  a fine specimen of the nascent  art of  steam  screw vessels, the  1,609-grt City of Glasgow  and  ran her  on their own account between the Clyde  and New York.  After  four  voyages,  her  success  led  William Inman, then working for Richardsons of Liverpool, managing a fleet  of sailing ships between the Mersey  and Philadelphia, to prevail on his partners to purchase the ship and place her on the  run effective 11 December 1850.   

Succeeding ships were built by Tod &  McGregor for  the line, all screw steamers, and a significant Inman innovation when paddle steamers prevailed as was the  decision in 1852 to accommodate steerage  passengers,  a trade hitherto  exclusively  catered  to by sailing ships and opening up a major market  for  the  company.  Inman were never  far from misfortune and in 1854 suffered the  loss  of City  of  Glasgow which  went missing in March with a loss  of all 480 souls aboard and then the  worst steamship disaster.  In 1857 the  line changed their terminal to New York  as the port thrived on account of  its  access to America's rapid  evolving railroad network and the firm restyled  as the Liverpool, New  York  and Philadelphia Steam Ship Company. 

Such was the proven superiority  of screw propulsion over paddlers, that even Cunard finally conceded the  point in 1862 with the commissioning of their first iron screw steamer China.  In 1863 the City of London, City of Cork, City of Limerick, and City of Dublin were added to the Inman fleet, and the number of the voyages  increased to three times a fortnight, and afterwards to twice a week.  By  then, their ships with their graceful "clipper  ship" hulls, fine in form and beautifully  rigged, had their  own distinctive aesthetic as pleasing as it  was symbolic  of a young company  coming into its own by virtue of grit  and innovation.  In a first for  a screw steamer, City of Paris (1866/2,556 grt), put in a record Queensown-New York passage of 8 days 4 hours 1 min. in November 1867.  Two years later Inman  won their  first British mail contract on the Liverpool-Queenstown-New York route. 

The other influential line in the genesis of  City of  Rome was the Guion Line, successor to the once thriving emigrant  carrying Black Ball Line of sailing packets which  folded in 1863 owing  to  the  success  of Inman's screw steamers  and the American  Civil War.  Owners John  Stand Williams and  Stephen Barker Guion (an American) then started  the Liverpool and Great  Western Steamship  Co. in 1866 whose capital and founders  were American but the ships were all British-built,  manned (but often with American captains) and registered  owing  to  the  much lower  costs and expertise  of British builders.  Their first ship, Manhattan (1866, 2,869 grt), established an enduring relationship with Palmer Bros. of Jarrow-on-Tyne as their principal builders, and her accommodation for 800 steerage and just  72 saloon showed where Guion's trade came from.  

Inman introduced increasingly impressive ships, starting  with  the superb  3,081-ton City of Brussels of  1869 whose  dimensions of  390 ft.  by  40  ft., made her the first of  the famous 10:1 length  to beam ratio flyers as she proved on her second eastbound voyage, breaking the  record with a 7 day 20 hour 30 min. passage  from Sandy Hook to  Queenstown at 14.70 knots.  She was also the  first liner  built  with steam steering gear. 

Passenger carryings for 1870 on the Liverpool-New York route are illustrative of  a very  different "pecking order" of lines than the presumed Cunard/White Star  predominance later in the  century:

voyages  saloon  steerage  total

Inman           68          3,635   40,465    44,100

National       56          2,442    33,494   35,936

Guion           55          1,155    27,454   28,569

Cunard         70          7,638    16,871   24,509

The advent of White Star Line in  1871 and the successful application of compound steam machinery, ushered in new  era of  competition on the Atlantic  Ferry not  the least of which was  in passenger  comfort.  The handsome twin-funnelled  City Chester and  City of Richmond  of  1873  were considered Inman's "answer" to  White Star's Oceanic-class,  only  better looking.

The Panic of 1873, a lingering economic depression in the United  States that  lasted until 1879, initially caused by  a  stock market  crash in Europe, cut  off investment in  America, especially  railroads, with  a  devastating impact on trans-Atlantic traffic, principally  the immigrant  trade.   Of the  principal lines, Inman and Guion which had  the  greater share  of the steerage  trade, suffered proportionally  worse.  

R.M.S. City of Berlin  of 1875, last to  bring  trans-Atlantic  records  to  Inman Line as  a British company and the first Atlantic  liner to be lit  by  electricity (1879).  Credit: U.S. Library of Congress. 

In 1875, the  company was reconstituted as  a publically  owned one, Inman Steamship Company Ltd., headed by  William Inman.  That year, the 5,491-grt, 488 ft. x 44 ft. (making her the "slimmest Atlantic liner ever built with  an extraordinary  11.1 to 1 length to  beam ratio) City  of Berlin was delivered by Cairds in April.  In September she chalked up a record westbound crossing from Queenstown to  New York of 7 days 18 hours 2 mins.  and home in  7 days 15 hours 28 mins.,  to give Inman their last  trans-Atlantic records as a British owned line but quickly eclipsed by  White Star's Germanic and Britannic.  But  it was cooperation, not competition, that suited the  dismal  trading conditions with Inman and White  Star, hitherto  dispatching one  ship each  across  the Atlantic week,  cut their sailings  in  half  and sent out  a  ship between them every  week, laying up half their  fleets  and  nearly  half their  employees.

Things to Come: the beautiful lines of Inman's proposed  recordbreaker.  Credit:  The Graphic.

1879

City of  Rome had as her immediate origins that   remarkable  Trans-Atlantic  Arms  Race occasioned by  the  gradual economic recovery  in America and of trans-Atlantic  trade, compounding of marine  engines and  change  from  iron to steel hulls,  and all in challenge  to White  Star Line.  With Inman and Cunard hors  du  combat for the timebeing, the gauntlet was  brashly  picked by Guion Line whose ambitions  rested with  a new yard for them, John Elder of Glasgow  and William  Pearce whose links with  the line including being their  chairman at one stage.  

Guion's Arizona ushered in a new race  for  supremacy on the  Atlantic.  Credit: National Maritime Museum.

The  first product  of this  new technology  and more favourable market circumstances was Arizona of  1879:  5,194 grt, 450 ft. x 45 ft., powered by  revolutionary  compound machinery  producing 6,300 horsepower.   Designed  for  16.25  knots, she made 17.3 knots  on trials and  soon captured both westbound (7 days 8 hours 11 mins) and eastbound (7 days 10 hours 22 mins) records from White Star.  In 1881, she was joined by the larger Alaska  (6,392 grt, 500 ft. x 50 ft.)  which in June 1882 was the first to cross the  Atlantic  in under  seven days: 6 days 22 hours at 16.8  knots.   Guion Line captured the public imagination and much  of  the  cream  of the Atlantic  trade although they had been so preoccupied  with speed and records, that the 125 tons of coal a day  to maintain it  and much of the  earning capacity taken up by  their  epic engines at the expense of steerage berths, that it put the  line  on the  course  to  financial ruin by  the mid  1880s.

The commissioning of the Guion Line's record-breaker Arizona in 1879 drew attention to the Inman Line's need for at least one new unit, matters being brought  to a head when it  was learned  soon afterwards  that  a  larger and more powerful consort to the Arizona was under  construction. 

North Atlantic Seaway, Vol. One. 

Of late years the world of engineering has been startled by the gigantic designs which have come to light and ripened; the Orient and Gallia led off the dance, and then, in quick succession, come the Arizona, Servia, City of Rome, and Alaska. One of these belongs to the Orient Steam Navigation Company, one to the Inman Steam Ship Company, two to the Cunard Line, and two to the Guion Line. The Guion Line Company are determined to hold their position as having the fastest ships across the Atlantic. The Arizona has made the fastest passage on record, and with the Alaska they mean to beat even the Arizona. The Inman Company intend to maintain their position as having the largest and most comfortable ships, and for speed they mean to make a bid for the leading position, even against the Guion Line.

Modern Marine Engineering.

Guion's plunge into recordbreaking at literally  all costs, was a cautionary tale yet to be told when Inman decided, as Arizona  was making records and headlines, to follow suit and on an even grander scale and more remarkably, to achieve it through  a builder of but eight  years in the trade and one hitherto  not connected with Inmans  or indeed with building large, fast trans-Atlantic liners.  

Not many years ago Barrow was a handful of houses; it is now a town with thousands of inhabitants, whose prosperity depends upon the enterprise and ability which have led to the construction of the City of Rome.

Notes for a History of Steam Navigation.

The Men Who Built Barrow were William Cavendish  (1808-1891), the  7th Duke of Devonshire, and James Ramsden (1822-1896) and in an era when  the  Industrial Revolution  literally built  towns and cities around newly  developed  industries, Barrow was among the more notable.  Cavendish  created an enormous iron works in the town by  mid  century and supplied much of  the  rails  that spread the fruits of the Industrial Age not just  in Britain but in America so that trans-Atlantic shipping became integral to his  broader interests.  So it  was that, in connection with  James Ramsden, that  the Iron Shipbuilding Company (a name not without its significance  in the later construction of City of Rome), was established at Barrow-in-Furness in 1871.   It was a bold answer to the overwhelming dominance of Scottish and Ulster shipyards.  But  not  the  end of the  story  for  Cavendish envisaged  Barrow as a major  trans-Atlantic port  to rival not  distant Liverpool, and he commenced an ambitious dock building  scheme there as well as found Barrow  Steamship Company in 1872 capitalised by the Duke and an equal number of  shares  by  the Henderson family, owners of Anchor Line. 

Barrow Shipbuildings yards.    Credit:  The Engineer, Graces Guide.

Soon restyled as Barrow Shipbuilding  Co., D. & W. Henderson (Anchor Line)  provided technical assistance and the Duke of Devonshire was a major  shareholder and chairman of the firm, the shipbuilding business  thrived. But  the transformation of Barrow into a major port  never occurred and when the first  ship built for  Barrow Steamship Co., Anchoria (a Barrow-built copy of the Stephen's built Ethiopia for  Anchor Line), she wound  up being  operated by  Anchor  Line as did Devonia (1877) and Circassia (1878). Completion of  the  Barrow Docks  enabled the  start up  of Barrow Steamship's New York  service (cargo only) but  it was not successful and closed up the  next  year. In end,  all of the  ships of Barrow Shipping Co. wound up being operated by Anchor Line. 

Furnessia (1881), last trans-Atlantic liner built  for  Barrow Steamship Co., and  for  nine months, the largest steamer in the world save for Great Eastern. Credit:  Merseyside Maritime Museum.

It was the last trans-Atlantic liner Barrow-built for the Barrow Steamship Co., Furnessia of 1881, that proved the  link in the  ensuing  story  of City  of Rome.  At 5,495 grt, 445  ft.  x  44 ft., Furnessia was not only the largest ship  yet built by Barrow but was actually  the largest in the world (other  than Great Eastern)  for  nine months.  She was, tellingly, still built of iron at a time when steel was  already  well proven and employed  in most  first  class liners. But  Furnessia   showed  that Barrow  could  now turn  out ships of  scope, size and specification that rivalled their  much more  established  rivals  and  as events  proved,  would be  built  next to  a  ship  of  far greater dimensions to realise bolder aspirations.  

Furnessia's construction coincided  with William John assuming the role of  general manager  of  Barrow Shipbuilding. Embarking on  an aggressive campaign to win contracts, he  attracted  the interest  of Inman Line, who hoped that by  building  a "showpiece"  ship  whose  size, speed  and luxury  exceeded  everything  on the Atlantic,  their fortunes could be  revived.   Indeed, by staying  true to their  roots  as pioneering catering to the  steerage  trade  (which Guion did not), such a ship would also have better  potential for  profit.   All this was done in an  extraordinarily short time  frame,  the ship being conceived  and designed  in late summer 1879, ordered at  years  end  and due  to be delivered  by  the  start  of  the 1881 trans-Atlantic season. 

Credit: Barrow Herald and Furness Advertiser, 18 November 1879.

THE LOCAL SHIPBUILDING TRADE ORDER FOR A GIGANTIC OCEAN STEAMSHIP 

Our readers will be glad to learn that the Barrow Shipbuilding Company have been successful in securing an order from one of the largest Atlantic steam. ship companies—the Inman Line—for a new vessel which is to be the largest afloat save the Great Eastern, and is to surpass in size, speed, and appoint. meats even the great Cunard liner which was ordered last week on the Clyde. We are not in a position to state the dimensions of the new vessel, but of one thing we are assured that the placing of such an order as this in the hands of the Barrow Company by one of the larger and most successful of the Liverpool firms is an acknowledgment of the great capabilities we possess, and an evidence of the satisfaction given by the work previously turned out by the Barrow shipbuilding Company. The new order, with the work already in hand, will be the means of increasing the industrial activity of Old Barrow Island to a considerable extent.

Barrow Herald and Furness Advertiser, 18 November 1879.

So it was that in autumn 1879, Inman entered the  evolving  race for  supremacy on  the  North  Atlantic  with an order for a ship without equal in her specification.  It too, marked  a tremendous opportunity for  a still young yard like  Barrow, and indeed  unprecedented on many  levels.   

Barrow Shipbuilding yards showing City of Rome and Furnessia  under  construction.   Credit:  The Engineer, Graces Guide.

1880

New Years Day  saw  detailed specifications  of  the  new  ship, assigned yard no. 77, released,  at least  "on the other  side," with the  New  York  Times of  1 January 1880  providing  a detailed  write-up  of the  new  vessel,  including her name-- City  of Rome:

A new steam-ship, which when completed will be the largest and finest merchant vessel in the world, is now being built at Barrow. England, for the Inman Line. She will be ready for use in the Spring of 1881, and will then begin making regular trips between this port and Liverpool. The City of Rome was regarded as the most appropriate name which could be given to this addition to the Inman fleet: Her dimensions are to be as follows: length of keel, 546 feet; length over all, 500 feet; breadth of beam, 52 foot ; depth of hold, 38 feet 9 inches, and depth from top of deck houses to keel, 52 feet. Her measurement will be 8,300 tons, or over 2,000 tons larger than either the City of Berlin or the Arizona, and 800 ton's larger than the Servia, the new Cunard steam-ship, which will be completed this Fall. She will be over four-fifths of the size or the Great Eastern. The engines of the City of Rome will be of 8,500-horse power, with six cylinders. three of which are high-pressure and three low-pressure. There will be eight boilers, heated by 49 furnaces, and the vessel can be propelled at the rate of 18¼ knots an hour. She will carry four large masts, and three smoke-funnels. A large spread of canvas can be set  which will enable the steam-ship to make good time, it necessary, without the aid of the engines. 

The saloon and state-rooms will be placed amidships, and: will contain every facility for comfort and luxury. All the latest improvements are to be added, and the entire cabin will be splendidly furnished and upholstered. There will be 275 revolving chairs at the saloon-tables, and the state-rooms will easily accommodate 300 first class passengers. A drawing-room, which can be occupied by 100 ladies at once, will be placed on the deck immediately over the saloon. The smoking-room will be above, the drawing-room, and will accommodate 100 smokers at once.The saloon will contain six bath-rooms. 

There will be room on board for almost any number of steerage passengers, and space for. an enormous quantity of freight in the hold. The City of Rome is to be built of steel, with double bottom, and 11 bulkheads.  Two, longitudinal bulkheads are to be run through the engines and boilers space. These will greatly decrease the danger of the vessel sinking in case of a collision. The top decks are to be of the best teak. No expense is to be spared in making this magnificent steam-ship perfect in every respect. She will have the highest classification. of any vessel in the Liverpool-New York trade  and in the British Lloyds. The Inman people expect that, so far as the transportation of passengers and freight goes, the City of Rome will prove the monarch of the seas.

Work was begun on the new vessel as soon as the contract with the Barrow Steam-ship Building Company had been closed.

New York Times,  1 January 1880.

Here, it is worth noting the  single passage: "The City  of Rome is to  be built of  steel,"  and was the first and only reference  in the popular  press  on that  score.  Indeed, within three weeks, The Greenock Telegraph and Clyde Shipping  Gazette reported on 23 January 1880: "The new  steamship, the keel of  which  will be  laid in  a days,  is to  be on her  station early  in  1881. She will  be built  of  iron."

This proved to be the  single  most controversial aspect of the  vessel, both  in her design,  construction and operation. It  was said that "owing  to  difficulties in obtaining the quantity  of  steel" to build  what  was then the largest ship in  the  world, that either that Inman would have to wait  for a later  delivery, missing at least  the  summer 1881, or accept building  the  ship in iron.  This at least is  the conventional telling  of  the  story.  It seems remarkable given the  shipyard's connections  with  the  local steel and iron industry that sufficient  steel  could not  be at hand.   It  is worth noting, too, that Barrow  had  in fact  not  built a  steel  hulled  ship  to  date of  anything like these dimensions and indeed Furnessia was built of  iron and  notable for  it,  too.  The most  remarkable  aspect of  all this was that  no allowance was made in her  machinery  specification  etc. for the  change  in material, the entire   balance  of the design was "off" by  the  negation  of some  30 per cent weight  reduction that steel would realise. Finally,  that  Inman insisted on  not missing  the  summer 1881 season, accepted the change to iron to accomplish  it,  and  the ship  was still delivered in September,  thus missing  the  season anyway. 

Credit: The Republican Record, 24 January  1880.

The largest steamship in the world, save the Great Eastern, which is being built by the Barrow Shipbuilding Company for the Inman Line Atlantic service, is to be named the City of Rome. She will haves total tonnage of 8,300 tons, and her engines will be of 8,500 horsepower. She will be fitted with three funnels and four masts, and it is anticipated she will steam at 16 or 17 knots per hour. Her owners intend her not only to be the largest and fastest, but the most superbly fitted steamship afloat. Special modern arrangements are to be made to promote the comfort of cabin passengers, while in the steerage department an improvement is to be effected by the provision of smaller rooms, so that a lesser number of persona will be berthed together, It is proposed to adopt the electric light on the City of Rome, after the success which attended its introduction on the City of Berlin.

The new steamship, the keel of which will be laid in a few days, is to be on her station early in 1881. She will be built of iron. 

The Greenock Telegraph and Clyde Shipping Gazette, 23 January 1880.

We take pleasure in informing you that we have contracted with the Barrow Shipbuilding Company to build a steamer to be larger, faster, and more superbly fitted than any yet completed, she will be called the City of Rome, and will have a total tonnage of about 8,300 tons, with 8,500 horse power engines, 3 funnels, 4 masts, and is intended to steam from 16 to 17 knots per hour. 

We propose in this steamer improving the steerage as much as possible, giving smaller rooms, so that a lesser number of persons will be berthed together, and shall add anything we can think or hear of, to increase the comfort and completeness of this class of accommodation. Regarding improvements we have found that the adoption of revolving chairs in the saloons of the steamers, instead of the old settees, has been attended with the greatest success. We have also just tried  in the saloons and throughout the steerage of the  City of Berlin on her voyage across the Atlantic, Messrs Siemens Electric Light. The experiment has been entirely successful, as testified by letter signed by passengers on board. By this means everything is made as clear as day. In the spacious steerage the success was greatest, and notwithstanding the rough weather, the lights burned  steadily and brilliantly throughout. We propose shortly, fitting up each of the company’s steamers in the same way.

During the past year (1879), the company have carried no less than 30,920 passengers, of which 5,749 were cabin, and 25,171 steerage, being an increase on the year of 8,930.

Barrow Times,  24 January 1880. 

The  Barrow  Times reported on  24 April 1880 that "the  work of bending  the angle  iron for  the frames of  the Inman Line  steamer City  of  Rome has been  commenced this week  at  the Barrow  Shipbuilding  Yard." In an article describing the yard, the Barrow  Times of 3 July  wrote: "At present the slips are nearly all occupied, the City  of Rome towering above  her companions  on each  side." The Institution of Mechanical Engineers held their  summer meeting at Barrow the  first  week of August, and a paper by Mr. Jas. Humphrys, general manager of Barrow Shipbuilding Co.,  on the engineering details  of  the new ship was read and in the ensuing discussion, there was considerable comment as to  why  steel  boilers were not being used  in the new  ship, a Mr. D. Ceric of Leeds "considered it  'past a joke' to use iron  boilers when it  had  been proved  that steel boilers answered  more  satisfactory." (Barrow  Times, 7 August).   City of Rome was  supposed to be ready "for  next  summer's  season of travel" with  a  delivery  date in May 1881 which was a remarkably short construction time and, as events  proved, quite  impossible to fulfill even  with  the  best intentions. Rome as they  say,  was not built  in a day,  nor  was City of  Rome completed  in anything  like the  contracted delivery  window. 

Inman Line 1881 calendar. Credit: bertolamifineart.com

1881

At the present time there  is  building the  City of  Rome, for Inman Line,  of 8600 tons, with  a length of 550 feet, which  the  Great  Eastern does not much  exceed. This  City,  like  the other City of Rome, has not  been built in a  day,  but  is hastening  to completion,  and steaming  15 knots  will be  of itself enough to  found the  reputation of  its  builders.

The Herald, 12  April 1881.

The fitting up of this new steamer at the large crane in the dock, is being so rapidly proceeded with that she will be despatched to her Liverpool owners at a very early date.

Barrow Herald and Furness Advertiser, 9 April 1881

Built of iron instead of steel to  be delivered as contracted  by  May  1881, City of Rome would not  even be  launched by then. On 9 April it was reported by  the Barrow Times that "owing to the fine weather of late, rapid progress is being made on  the  City of  Rome,  which  it  is hoped by  the middle of  next month  will  be ready  to be launched."  In report about a visit Barrow in late April,  The  Irish Times said "The Barrow Iron Shipbuilding Company's works are most extensive, and about the middle of May, 1881 the wonderful steamship City of Rome, for the Inman Line, will  be  launched, and at which ceremony it is reported that their Royal Highnesses the Duke and Duchess of Edinburgh will be present. It is in two respects the third greatest steamer ever built, but in length is second to the Great Eastern; but from experience gained it is  hopefully and confidently expected to be in reality the finest and largest sea-goiug ship in the world."  

Perhaps the most remarkable examples of naval progress now under construction are the Servia, which is being built of steel on the Clyde, and the City of Rome, which is being constructed of iron at Barrow, both vessels of 9000 tons capacity, and propelled by engines of 10,000 horse-power. Should these vessels attain the greater speed and supply the increased comfort anticipated, they will probably mark another departure in shipbuilding. The application of steel to shipbuilding is a subject likely to be discussed at this meeting, and few questions are at the present time of more practical importance. That this is so may be judged by the fact, that there are now nearly 120,000 tons of steel shipping known to be under construction iu the United Kingdom, notwithstanding the great margin of difference that still exists between iron and steel plates. The future of steel for shipbuilding must depend greatly on cheapening the cost of manufacturing plates, so as to bring them more near a level with iron; and when we recall to mind the history of the steel rail manufacture, it is impossible to doubt that such a result will before long be accomplished. Meanwhile, though the difference in value be somewhat considerable yet steel, with extra strength, and a difference of 20 per cent, in weight in its favour, must be a formidable rival to iron. The use of steel is now increasing gradually but surely in naval construction, both at home and abroad.

Barrow Herald and Furness Advertiser, 7 May 1881.

Not unexpectedly, the local  Barrow  papers covered the  completion of  City of  Rome with  almost daily  updates. It was reported by  the  Barrow Herald and Furness Advertiser of 10 May  1881 that she was expected to be launched on 14 June and that  work  on deepening and widening the channel  "so as to allow her to enter  her future element as  comfortably  as possible.  This ought  to and doubtless will  be a red  letter  day in Barrow." The same paper reported: " From the English Mechanic I learn that the crank and crankshaft of the City of Rome, are approaching completion at Messrs. Whitworth's. The crank has three throws, each piece weighing about 20 tons, and the whole about 61 tons, while the shaft of fluid compressed steal forged hollow will weigh 18½ tons when finished. "  The shaft arrived by the 28th by which time the elaborate figurehead of Julius Caesar, "dressed in the full costume of a Roman soldier, has  been already  affixed, while other parts  of  the boat  are rapidly approaching completion." (Barrow Times, 28 May).

Lady Constance Stanley (1849-1922), City of Rome's godmother.

Few  ships went  through  as many  prospective or rumoured  sponsors as did  City  of  Rome. It was announced on 11 June 1881 that Lady Dalkeith would perform the christening ceremony with  the post  launch luncheon hosted by the Duke of  Devonshire and  the  event occasioning a holiday  in Barrow with special  excursion trains laid on from surrounding towns in Lancashire.  That Whitsun, many excursions to Barrow and along the  river featured seeing  City of  Rome on the  ways. In the  event, the  ship would be  instead be christened by  Lady Constance Stanley (1849-1922), wife of the 16th  Earl of  Derby.  

The City of Rome, launched on the 14th of June, 1881, at Barrow-in-Furness, by the Barrow Ship-Building Company, was regarded as the most appropriate name which could be given to the latest addition to the Inman fleet. Not many years ago Barrow was a handful of houses; it is now a town with thousands of inhabitants, whose prosperity depends upon the enterprise and ability which have led to the construction of the City of Rome. The builders and owners of the vessel united to make the occasion memorable. A conspicuous proof of the friendly rivalry between the transatlantic companies was shown by the presence at the launch of representatives of the Cunard, White Star, National, and Allan Lines. The launch was successfully accomplished; the ceremony of christening being performed by Lady Constance Stanley.

A Chronological History of the Origin and Development of Steam Navigation.

To-day Barrow intends putting on her happiest and most cheerful aspect. The launch of the City of Rome is no ordinary event, and the interest attached to it is not confined to Barrow alone. Visitors from all quarters are expected, and should the weather continue Barrow will assume an appearance never before witnessed in this English Chicago. Work will be generally suspended in the large works, the banks are to close, and most of the shops will be closed during the launch, which will take place about eleven  o'clock this forenoon. 

Arrangements  for today  are quite unprecidented. Banners will be flying from all quarters and words of welcome of the  deed will  greet the visitors from all quarters. 

The arrangements on the Furness Line for the excursion trains are complete. The train from Carlisle will arrive at 9.40 from Whitehaven at 9.45; and from Preston at 9.50. After which a special train from Liverpool, with invited guests and. friends, is notified to reach the Barrow Shipyard at 10.30. Relief trains will run from Millom and Carnforth in advance of the ordinary trains. Special boats will also bring passengers from Liverpool and Douglas. The Shipyard gates will be open at 10 o'clock for the public, the admission being one shilling each, which is to be devoted to St. Johns Church. Barrow Island. But as a view of the launch can be witnessed perhaps to greater advantage both on Walney Island and other positions on this side of the Channel, we have reason to believe that the majority of the public will select their own positions. The Herald and Manxman will leave the Devonshire and Ramsden Docks in time for tho launch to convey passengers to witness the event. It is intended to tow this leviathan vessel on entering the water down the Channel, through the Ramsden Dock, and in the meantime will cast anchor in the Buccluech Dock pending arrangements in connection with the widening of the entrance between the Devonshire and Buccluech Docks. 

Barrow Herald and Furness Advertiser, 14 June 1881.

Arrangements which were made to secure the successful launching of this vessel are not without interest. Heavy cable chains were suspended from both port and starboard bow, and held in festoons by means of Manilla ropes to about amidships. Here the cable dropped into the yard, and was coiled to the extent of several fathoms, being ultimately connected with large anchors, which were sunk in the earth. Round the upper hook of the anchor several fathoms of heavy cable were placed. Behind this about 25 tons of cable were placed, and in the rear again about 25 tons of iron girders, built in a box, in order to form a drag. When the ship had left her ways and travelled in the water 20 ft., she was checked by the two anchors in the yard, and when she had dragged these 25 yards further, 50 tons of chain were added to the drag, and at a further distance of 25 ft. another 50 tons of iron in a second box as referred to were brought to bear in the work of checking the steamer. The anchors were dragged 300 ft. before the ship was brought to, but of course the anchors on shore were greatly aided by the two other anchors, which were thrown overboard so soon as the ship was afloat. 

The Marine Engineer 

The Barrow Shipbuilding Company, while enterprising and successful in business matters, also used every effort to make the launching of the City of Rome a brilliant ceremony. About 500 invitations were sent to almost every quarter, and the directors spared no expense to make arrangements which would conduce to the comfort of those who attended to witness the splendid sight which was yesterday where afforded them. Under the bows of the steamer, her immense proportions and lovely lines could be seen to the best advantage, the directors had erected a large covered platform, where was gathered a numerous and most influential company of ladies and gentlemen. Amongst those present the launch, and afterwards at the lunch, were Lord Muncaster, Colonel Stanley, M.P., Lady Constance Stanley, the Mayor and Mayoress Barrow (Mr. and Mrs. Wadham), Sir James Ramsden (chairman of the board of directors of Barrow Shipbuilding Company), and Mrs. Ramsden, Messrs. O. Inman, Charles Langton, Hatton Birley, and W. Stobart (directors of the Inman Steamship Company), Mr. Ernest Inman,; Mr. W. Laird (mayor of Birkenhead), Mr. O. Maciver, jun. (Cunard Line), Messrs.T. H. Ismay and W. S. Graves ( White Star Line), Mr.  W. B. M'Allister (National Line), Mr. R. J. Allan (Allan Line), the Isle of Man Steam Packet Company being represented by Mr. W. F. Moore and Captain P. Gill (directors), Mr. Edward Gelling, and Mr. T. E. Ellison (secretary), whose new steamer, called the Finella, was launched from the yard of the Barrow Shipbuilding Company on Thursday last. There were also present Mr.A. Bower, C.C.; Mr. J. M. Diarmid; Mr. W.J. Fernie, Mr. D. Jardine, Mr. Wilkinson etley, Captain M'Micken (commander of the Bothnia), Captain M'Queen (commodore of the Manx steam fleet), Mr. John Maitland, Mr. H. F. Rigg, Mr.W. H. Higgin, Mr. J. D.Rich (postmaster of Liverpool), Mr. J. Shaw (superintendent of the London and North-western Railway Company), Mr. F. S.Cochrane (one of the managers of the Inman Company), Mr. R. Pedder, Lieut. Ainsworth, Major Strongitharm, Mr. J.E. H. Clark, Mr. Drury, Mr. D. Joy, Mr. C. F. Preston (town-clerk, Barrow), Mr. J.T. Smith, Mr. John Fell, Mr. F. Fleming, Mr.J. G. Ridhalgh, Mr. Miles Kennedy, Mr. T. Massick, etc.

Liverpool Mercury,  15  June 1881.

Few launchings were accompanied by such shocking and tragic circumstances. At 11:30 a.m., a little over  half an hour  before she went down  the ways, a vertical boiler placed on  City of  Rome's fore deck to provide steam to  the  windlass and anchor  upon her  launching, exploded with catastrophic  results, killing  three, one aged just 17,  and seriously  injuring  another   eight shipyard workers aboard.  Another injured man, Robert Hamilton, a carpenter aged  33, succumbed to  his  injuries on the 15th. 

A vertical tubular boiler had been placed on the dank of vessel with a view of furnishing power to work the sad anchor. Steam was and some of the men who were working on ship say the safety valve had just been oiled. Steam, however, was escaping. At about half part eleven o'clock, an hour before the launch took place, boiler exploded with a loud report, and caused the greatest consternation amongst the crowd which hind assembled in the yard. The boiler itself was carried above the ship and across the yard in a southerly direction a distance of fully 500 feet, and there it embedded itself in the sand. The funnel or chimney of the boiler was carried in almost the same direction, but some of the torn plates found their way over the other side of the sbip. 

A large number of workmen were on board at the time, and one poor fellow, named Henry Welsh (24), foreman plate-layer, living at 71, Ramaden Dock Cottages, was blown up into the air, and fell distance of sixty feet at least between the City of  Rome and a steamer in course of construction adjoining. He was found to be dead when be was picked up. John Clucas (25), living at 51, Hall-street, was severely lacerated about the head and body, and he died soon after his admission to the North Lonsdale Hospital. Thomas Walker (17) living at Bath -street, was also severely injured about the head and body, one or one or the both of his legs being broken; he died  in the  hospital a abort time after the  accident. The lives of three other, men are also despaired of: Patrick Keenan living at 58, Albert-street; Robert Hamilton' (38), living at 80, Devonshire-buildings, and Henry Collister, (88), living at 86, Bucoleuch-street, all being very seriously injured. James Smith (16), 56, Suertonstreet; Hugh Barr (20), 6c, Devonahire-buildings; J. Bailey (85), living 140, Walney-road; and William Dobson (80), living at 59, Sutherland street, were also injured, but not seriously.  Mr. Clarke, of the firm of Clarke and Brandfold, London, had a very narrow escape.

The explosion took place in immediate proximity to the large platform which had been erected at the bow of the City of Rome, and on which at the time were a large number of the guests invited to be present at the ceremony. They did not sustain any injury, however, except from the falling of water from the exploded boiler.

Liverpool Daily  Post,  15 June 1881

The launch  itself went off without  a  hitch, in marked  contrast  to  that  of her  great rival, Guion's Alaska which initially got stuck on the  ways on hers. Just after noon on 14 June  1881, City  of  Rome, largest  steamship  in the world  save Great  Eastern,  was christened  by Lady Constance  Stanley before  a crowd  of 50,000-60,000 people  as well as 200-300 invited guests.   She  went down the ways in 48½ seconds.

The proceedings in connection with the launch  of  the City  of  Rome were brought  to a most  successful issue on Tuesday  morning. At an  early hour  crowds of people were wending  towards the direction of the Walney Ferry  attracted by the hope of getting a good coign of  vantage opposite the  Shipyard to  witness the  first entry of  the  vessel into the  sea. It took weeks and  an enormous  expenditure  of money to launch  the  Great Eastern 20 years  ago  and  the City of  Rome is  the  next vessel to that  in size. 

Precisely  at twelve o'clock  the workmen began to knock away  the supports, and shortly after Lady Constance Stanley was led by  Sir James Ramsden and her husband Col. Stanley, M.P.,  and there  was placed  in her  hand the bottle of champagne, which  she dashed against the  side of the  vessel, Lady Constance at the same moment calling out 'The City of Rome.' The ribbon was  then cut and the  monster vessel glided  down with  increasing speed down the  incline prepared  for  her until she rushed  into the water and was floating  like a thing of life, amidst the  cheers of  the  congregated thousands on both sides  of the  channel. Captain R.S. Munro, Marine Superintendent Anchor Line, Barrow, occupied the  bridge, and Captain Stokes was  on the  bow  of  the  vessel directing movement  of  the  ships and giving  instructions to the  men. The  numerous tug boats which  were  situated  at both sides  of  the launch  made a simultaneous  movement to take her in tow, the  Wyre, of  Fleetwood, being successful  in securing the  first  rope.

The City of Rome  was safely towed  down the  channel to the  Ramsden Dock, where  she  remained during  the  afternoon, where she  was visited  by  thousands. In  the evening  preparations  were  made  to her  through  into the  Devonshire  Dock, which  was successfully done  early  on Wednesday  morning, when she was placed under  the  100-ton crane, where she will receive her fittings, etc. A more successful launch  has  seldom been witnessed and all the arrangements  were carried out  without  a hitch. 

A more successful launch has seldom been witnessed and all the arrangements were carried out without the slightest hitch. Nothing marred the events of Tuesday save the sad and deplorable explosion by which so many families have been thrown into sorrow and distress. The money charged for admission into the Shipyard to witness the launch might fittingly be distributed amongst the distressed families instead of being devoted to the original purpose. Many of the guests on the platform remained to see the City of Rome pass by opposite the opening in the stocks where she had so recently rested, as she was being towed round to the Ramsden Dock; others descended to note the deep furrows cut in the ground by the stancheons round the vessel during her rapid transit to the water, which did not occupy more than three-quarters of a minute from her first movement to her being entirely free from the land. The vast number of spectators who watched the launch from every possible mound, elevation, and roof, within sight of the ship, as well as the far greater numbers which congregated on the shores of Walney Island, and also such as had been densely packed on the steamers in the channel began to crowd into the centre of the town, a large portion of them crowding into Cavendish-park toles present at the Athletic Sports. 

Barrow Herald, 18 June 1881.

About twelve o'clock the workmen employed by the company began to knock away the hindrances to the progress the ship into the water; and shortly by Sir afterwards James Lady Ramsden Constance Stanley Colonel was led forward and Stanley, M.P.

Her ladyship seized the time-honoured bottle of champagne which hung suspended near the bow of the noble ship, gaily bedecked with various-coloured ribbons, and dashed the bottle against the side of the vessei, exclaiming 'Success to the City of  Rome!' Lady Constance in a few moments, with a dainty pair of gold-mounted scissors, cut the piece of blue ribbon by which the huge ship was held, 'and immediately the newly-named City of Rome, amid the ringing cheers of the assembled thousands, glided slowly and majestically down the slips into the Walney water. This descent occupied 48 seconds, and general congratulations followed the successful conclusion to a gigantic undertaking. Captain Rainey occupied the bridge of the steamer while under weigh; and Captain Stokes was at the bow, directing the movements of the tugs and giving directions to the men. The City of Rome was afterwards towed into dock, where her engines and masts will be fitted and fixed, work which is expected to occupy about four months.

Liverpool Mercury,  15  June 1881.

At 12-30 the invited guests assembled in the large pattern room of the works, which was gaily decorated with flags, where a splendid cold collation had been prepared. After about half-an-hour to the discussion of these agreeable condiments Sir James Ramsden rose and said he regretted the absence of the Duke of Devonshire, whose place he was therefore occupying. He proposed the 'Health of the Queen,' which was drunk with great enthusiasm. He next rose and expressed his regret that Mr. Wm. Inman, the head of the firm, had not been able to be present with them, but his brother, Mr. Charles Inman, was there. He had to propose the toast of the City of Rome and the Inman Company. It was not necessary for him to expatiate largely upon the subject. The bold and liberal policy ef the Inman Company hat soon placed them in the foremost ranks of the steamship companies. and in no case was that more manifest than on the day when they ventured to order the City of Rome from the Barrow Shipbuilding Company, because they had ventured to order the largest ship in the world, commercially, and he said that advisedly for though the Great Eastern was much larger, yet he called to mind the words of the distiuguished designer of that vessel who said she was built simply to illustrate a great principle. But the Inman Company were not actuated by that view simply. Their first design was to give comfort and convenience to their passengers, but it must also be borne in mind that dividends were also all important. And then their policy was bold when they ventured to order a steamship of this calibre from a comparatively young and untried company like the Barrow Ship Building Company. When the City of Rome was ordered, he ventured to assure the Inman Company that if they would entrust it to the Barrow Company they would have a ship that would go on the ocean, and he now made bold enough to say that there was not a finer ship ever launched from any shipyard in the world than the City of Rome. He thought he had some knowledge of nautical affairs, and some knowledge of mechanical affairs, and he had paid  a good deal of attention to the construction of this ship, and he said advisedly that no finer ship could be put upon the water. (Cheers.) It would be seen what she would do upon her trial, and he meant to show his confidence in what the Barrow Shipbuilding Company had done by going with her on her first voyage to America. (Cheers.) At the time this port was established it was announced by an enterprising firm from the Clyde that they intended to place a line of what they modestly called American ferryboats that would travel at the rate of 22 miles no hour, and it did seem to him that the time was fast approaching when the number of people passing from these Islands to the Continent of America, would not be contented with travelling with a cargo of mixed goods and passengers, but would have express boats for passenger traffic that would do their 22 to 24 miles an our, and he did not see that any company who were inclined in the direction of such ships could apply to a better company or one better prepared to build such ships than the Barrow Shipbuilding Company. He begged to give 'Success to City of Rome and the Inman Steamship Company,' coupling with it the name of Mr. Charles Inman. The toast was drunk amidst considerable cheering. 

Mr. Charles Inman said he felt great responsibility in responding to the toast which had been so warmly  received and he begged at the same time to thank Sir Jas. Ramsden for his kind references to their firm. He could only regret that his brother William, the founder of their company, was not able to witness the launch of this magnificent steamer. Their chairman Mr. Chas. Birley, was also away on account of ill-health and that was why it devolved on him, who had not very much to do with the management, to return thanks for the toast which had been just received. This undertaking must have given great interest and forethought to the Barrow Co. as well as to the Inman Co. during the three years that this vessel had been in contemplation. It seemed to be an epoch in the history of their Company which had started with a steamer of about 1700 tons, to which was afterwards added another of 2000 tons—the City of Manchester—and by gradual steps they had gone from small to large until they had got to an extent which seemed to him to be almost overpowering. But he could not say with Sir James Ramsden that this City of Rome would in a few years be considered a small steamer, but the progress of science was so rapid as to make it impossible to Way what they would have in a few years to come, but at present the Committee would wish to rest a while before trying any of those much greater undertakings which people seemed to expect in the future. He thanked them sincerely for the kind way in which they had received the toast. (Cheers.) Mr. Ernest Inman next proposed 'the Barrow Shipbuilding Company and the directors of the same,' coupled with the name of Lady Constance Stanley, who christened the ship. If the building of a large steamer was an important work, the launching of her must be still more so, for a vessel was nothing unless she could be put to float in the sea. The next step was that they should have her at Liverpool on the 13th October, and they would be happy to book any who would choose to take a passage in her to New York. In all their connection with the Barrow Shipbuilding Company they had experienced the greatest pleasure from a business point of view. 

Barrow Herald, 18 June 1881.

There  was considerable negative comment in  the  press,  especially in  Barrow,  that no mention  was made of  the  accident or  the  loss  of life local  workers  at  the  luncheon after the launch  as well as the lack of representatives of  the local Barrow civic community at the  occasion: 

The terrible fatality that hurried four men to death and caused permanent and serious injuries to six others could not have occurred at a more inopportune moment. That it did not thoroughly nip in the bud all the rejoicings must be ascribed rather to the general ignorance of the extent of the mishap than to a want of sympathetic feeling on the part of the spectators, and the remembrance of the day with its pleasurable recollections will be always overshadowed with the sad thought of that disaster. Connected with this last point is another, and that is, that it will not be remembered with pleasure but rather with annoyance that after a proximate idea had been gained of the extent of human life lost by the explosion no public cognisance was taken of it either by the directors of the Barrow Shipbuilding Company or by any of the eminent individuals who were assembled at the  luncheon after the ceremony. This taunt has been freely thrown at us by the Press of other towns, Liverpool, Manchester,  and it is mortifying to have to be compelled to acknowledge that the approach is a deserved one. If some slight expression of regret had found utterance in the speeches of Sir James Ramsden, Mr. Fell, or anybody else who spoke; if any slight sign of the sympathy which wee undoubtedly felt with the loss sustained by the families to whom the day of rejoicing had been turned into a day of mourning; if even a plate had been handed round to collect a voluntary offering for the benefit of the sufferers and their families, it would have been more creditable to our character for philanthropy, and have saved our community from the apparently merited reproach of being callous and selfish. Doubtless many extenuating reasons may be found for this forgetfulness, or omission, or whatever it may be termed, but viewed in the most favourable aspect it must be looked upon as a breach of the first principle of good breeding—courtesy, or consideration for others. 

Barrow Herald and Furness Advisor,  21 June  1881.

Since the City of Rome has been placed in the Devonshire Dock, the Barrow Shipbuilding Company have been hurrying on with-the arrangements for her completion which will take some time. Thousands of people visited the Docks on Sunday for the purposes of seeing this large vessel, and her immense dimensions were viewed with great curiousity.

Barrow Herald and Furness Advisor,  21 June  1881.

William Inman (b. 1825), who  was   too ill  to  attend the launch  of  City of  Rome,  passed away  on 3 July 1881 from liver disease. Flags were flown at half-mast aboard City  of Rome on the following  day alongside  her fitting out  berth. 

On 19 July  1881 City of  Rome's maiden voyage from Liverpool to  New York was set for 13 October. On 27 August it was stated that she was due to  leave Barrow for  Liverpool by  24 September.  As reported on 13  September,  Sir James Ramsden would sail to New  York  on her  maiden  voyage. That day the  ship was towed to Ramsden Dock and placed opposite  the cattle sheds to  receive her finishing  touches prior  to  departure on the  24th  for  her trials and  delivery  voyage  to  Liverpool.  Her commander, Capt. James Kennedy,  formerly of  City  of  Berlin  for  six years,  had crossed the  Atlantic 117 times whilst  Chief  Engineer William Campbell had  over 23 years  service with  Inman.  The ship was inspected on the  23rd by  the  Duke  of Devonshite, Lords  Frederick and Edward  Cavdendish, hosted  by  Sir James Ramsden. 

Sadly, the tragic consequences  of the boiler  explosion on  her  launching continued with  the  death  of Patrick Keenan,  35, on 23 September 1881, from his wounds, being the  fifth victim  of  the  accident.

Never tasked with such an enterprise of this  magnitude, the  final completion of  City  of Rome just four months  after launching proved a real  challenge  for  the  yard with round  the clock  work needed at  the end to  have her ready in time for  her  departure on 24 September 1881 for the Clyde on trials, with Pilot Peter William of  Greenock tasked to bring her  into  the  river : 

Notwithstanding the apparent unpreparedness board which we noticed on Thursday [22] last a very good amount of impendimenta was removed from the deck  and a vast deal of comparative order and stowage been gained by the active exertions of a large number of workmen during Friday. So resolute were the Directors of the Shipbuilding Company to fulfil the  engagement to have the big ship ready for her voyage across the Atlantic on the 13th October that two shifts of men have been working day and night some weeks aided in the night by electric light on board. On Saturday this magnificent vessel left her moorings at the Ramsden Dock, and without hitch or accident of the slightest character, got into mid-channel and left the port of Barrow amidst the cheers of the assembled thousands of spectators. As she moved along dock side previous to turning her head up channel, full view of her enormous length was visible glance, and a true conception could be acquired of her vast capacity, the convenience and accommodation of both passengers and cargo. Then, too, perhaps for  the first time, the general public came near appreciating the capability of the Barrow Shipbuilding in constructing and getting fully equipped for sea  a ship of her proportions in so comparatively short a period.  The directors may be warmly congratulated their thorough success in having brought this product of their enterprise and ability to so satisfactory a completion.

As she steamed up Walney Channel, led by three or four steam tugs, there was not  the slighted sign of  rolling or of motion of her hull apparent, she glided along with the greatest smoothness steadiness, notwithstanding that a high wind and choppy sea prevailed. As she approached Piel a salute of cannon was fired, and taking the left hand out she gradually receded from view in the mist and which fell around her, and which soon thickened into a dense rain and fog. On arriving off the Isle of she stopped at Douglas for a few hours until the lifted, but soon recommenced her journey and in the Clyde on Sunday morning when she dropped anchor at the Tail of the Bank. She will be then be open for public view to-day (Tuesday) at a charge of 2s. '6d. each, when will be off Helensburgh; yesterday upwards of 2,000 tickets had been issued to intending visitors. The proceeds will be applied to the benefit of the Cumberland Training Ship. 

Barrow Herald and Furness Advertiser,  27 September 1881.

The City of Rome got safely out of port at about 10-30 in the morning. There was at the time 27 ft.  4 in. of water on the sill of the dock. The tug steamer Fylde was assisting forward while the Walney checked aft, as the floating city proceeded down channel. As she got clear of the entrance to Ramsden Dock, the crowds of onlookers looked on with interest, and many were the sincere expressions of unbounded admiration and desires that this, the noblest specimen of naval architecture, should prove a thorough success, both as regards speed and comfort, but likewise as a monetary speculation. 

By about a quarter past eleven the City of Rome had arrived abreast Roa Island where were lying at their moorings the Barrow Steam Navigation Company's paddle-steamers Tyrone and Armagh, and from both these vessels guns were discharged as a salute to the monster steamer, which was duly replied to by dipping the ensign. The City of Rome was accompanied by the powerful Liverpool tug Stormcock and also the rakish-looking steam yacht Wyvern, which formerly belonged to the late managing director of the Inman Steamship Company (Limited), Wm. Inman, Esq. who, as most of our readers are aware, unfortunately did not live to see the completion of the City of Rome. The Harbour Master's steam launch also for some time steamed up channel, but as there was a strong breezes and misty weather soon returned, as also did the Wyvern, but not until seas had swept over the latter vessel's bow much to the amusement of those on the City, which was perfectly unaffected. Sometimes it seemed as if the small craft were being lifted entirely out of the water, and little comfort fell to the lot of those who so gallantly persisted in having farewell glances at the City which has been often and deservedly been styled a large yacht —so well proportioned is she in all the little mintae which go to make up a thoroughly perfect specimen of naval architecture. By about half past eleven o'clock Piel Island was reached and soon after the Walney was cast off, having received on board Mr. John, the General Manager of the Shipbuilding Company, besides several of the foremen and workmen who were not going on the cruise to the Clyde. At this time the engines of the City of Rome were going dead slow but this speed was subsequently increased. About mid-day Hilpsford Buoy was reached, and here the Manxman was passed, making for Barrow. The Fylde now parted company and made for Fleetwood.

During the remainder of the day there was little of interest to chronicle, the speed being kept down on account of the nasty weather. About six o'clock the clouds were delicately tinted by the reflection of the setting of the sun which had obstinately hid itself behind the clouds. The weather continued to remain unfavourable and it was considered advisable to stop the engines during the night, but on the Sunday morning the weather was much more propitious and fortunately remained so the whole day, so that it was delightful work steaming along the Ayrshire coast. Ailsa Craig, as usual, wore its nightcap of mist. At an early hour she arrived off the Tail of the Bank. where she was moored, and lay till Wednesday morning. 

Barrow Herald and Furness Advertiser,  1 October 1881.

An interesting visitor has arrived in the Clyde. The new steamer City of Rome, one of the latest, as it is one of the most remarkable, additions to our great fleet of Atlantic liners, reached the Fail of the Bank from Barrow yesterday, and during her stay in the river she is likely to receive a large amount of attention. The main object, of course, in bringing the City of Rome to the Clyde is to test her speed on the measured mile. There are very few places on the West Coast where this can be done, and certainly none where it can be accomplished with so much accuracy and safety as at Skelmorlie. A mere record of the vessels that have been driven over this course at the top of their speed would include the names of nearly all the famous steamers belonging to our mercantile marine; and in adding the City of Rome to the list, her builders are merely paying another tribute to the facilities in this respect afforded on the Clyde.

The Herald, 26 September 1881.

City  of  Rome arrived  off  the Tail  of the  Bank,  Greenock, on the afternoon of 25 September 1881. On the 27th she  moved  to an anchorage off  Helensburgh  to receive  her visitors by tenders leaving the pier  there at 10:55 a.m., 1:40 p.m.,  3:30 p.m. and 4:30 p.m. and meeting special trains  from Glagsow.  

The magnificent new Inman Line steamer, the  City  of Rome,  lying at the Tail of the Bank, was throws open to the inspection of the public. As this privilege had been intimated through the press, it  was generally  known and very largely taken advantage of.  The receipts are given on behalf of the funds of tue Training Ship.  Although the steamer lay  in the river  much neared Greenock  than Helensburgh, no  steamers ran from the former town to her. People who came from a distance train from Glasgow to Helensburgh, whence steamers ran regularly to the gigantic Inman Liner. A few left Greenock in small boats to visit the vessel during the day. Seen either aide of the Firth, the City of Rome presented a splendid appearance. In the forenoon the Anchor Liner Furnessia arrived at the Tail of the Bank from New York, and even her colossal proportions seemed dwarfed placed sido by side with the City of The latter, we may add, will run the measured  mile to-day.

The Herald, 28 September  1881.

Upwards of 700 people visited  the  ship although  not all were pleased: 

SIR, As one of the visitors to the City of Rome to-day, I was much disappointed at finding the engine-room shut up ,and to be told that no one was admitted. As I noticed many of the visitors inquiring the way to the engine-room, there must have been much disappointment experienced. As the engines are of the tandem type, and not usual on the Clyde, it would have been gratifying to have had an opportunity of seeing the largest examples of this class yet made. In the case of the last three large steamers thrown open to the public on the Clyde-- viz.,  the Furnessia, the Parisian, and the Servia--the engine-room was open to anyone gaining admission to the vessel, and a splendid sight these massive. engines always are; and it is really only in the engines of our large ships that there is anything striking to see, the upholstery, berths, etc., are all more or alike. It is therefore pity after bringing the vessel round to Clyde waters, and advertising her as open for inspection, and that at a high charge (no, doubt for charitable object)--that such an important part as the engines should have kept from view.

C.E. 

The  Herald, 28 September 1881.

"The trial trip of  the  Inman City of  Rome took  place to-day, and the results  were in every way  of  a satisfactory," so summed  up  the  Liverpool  Daily Post of 29 September 1881  heading  a lengthy  write-up of  everything connected  with the vessel but the  results of the trials.  To  say they were in any way  "satisfactory" would be taxing the skills of  even the most experienced journalist.  That they  were  run with  a full compliment of 360  invited guests  and indeed that  an English boat would run trials on the Clyde with  such  manifestly  disappointing results gave some wee  satisfaction to  champions of  Scottish shipbuilding. 

The party of  some 200  invited guests travelled  by  train  from Glasgow to Greenock's  Prince's Pier  by special  train and embarked  on the  steamer  Edinburgh Castle to  City of Rome,  lying off Innellan, in less than favourable weather conditions with dull leaden skies  and heavy  mist. It  had  been planned  after the ship had made  her runs  over  the  Skelmorlie  measured  mile, she  would steam out  as  far as  the  Cumbrae Heads or  the Island of  Arran for  the benefit  of  her  guests.  But this was  soon abandoned  as  it  transpired that  after running  the measured mile course  twice that morning before  the arrival  of her guests, her bearings had overheated, after  recording but 15.75 knots  at 45  rpms and she was never able to work  up to more than three-quarters powerfull speed. 

On Wednesday [28 September] the trial trip over the measured mile was made, and the event excited a great deal of interest amongst the residents on the banks of the Clyde. About 200 invited guests left Glasgow at 8.55, and embarked on board the steamer Edinburgh Castle at Greenock, which conveyed them down channel to the City of Rome. The steamer, however, had been under a preliminary trial prior to the company's arrival, and her bearings had got severely heated. Owing to this unfortunate circumstance, it was well on in the afternoon before she could make a run over the measured mile, and then the engines could only be worked under half speed. The results of the early and latter trials were considered satisfactory.

The weather was fine, and the large company enjoyed the sail and inspection of the steamer. They afterwards assembled in the saloon of the City of Rome for lunch. Mr. Charles Birley, of Bartle Hall, Preston, chairman of the Inman Company, presided, and amongst others present were the Earl of Shaftesbury, Lady Edith Ashley, the Hon. Lionel Ashley, Sir H. B. Loa, C.D., Governor ot the Isle of Man; Sir James Ramsden, Mr.. and Mrs. J. Brown, tr., Mrs., and Miss John Burns; Mr. and Mrs. Langton, Mr. C. Inman, Mr. E. S. Lumen, C B.; Mr. T. Irwin; general engineer of the company; Mr. T. Alexander, marine superintendent; Mr. T. Henderson, of the Anchor Line, and many others. 

Shortly before the departure of the tender Edinburgh Castle from the Inman steamer City of Rome, with a number of the guests on Wednesday evening, it was announced to those who remained board (numbering altogether about 150 ladies gentlemen) that her proposed trip to the southwest coast of Ireland would have to be abandoned, consequence of the "progressive trials" which were necessary in connection with the engines of steamer. At the eleventh hour it was discovered that the lower end of the centre connecting rod had become heated, in consequence of which the white metal pins upon which it worked had become fused. Steps were at once taken to have this remedied, and those in charge of this department of the vessel therefore found it necessary abandon the longer journey and to remain the Clyde for the purpose of short runs, which the measured mile was frequently conspicuous with a view of getting the machinery into good working order, and likewise of gradually testing her speed. The announcement of the abandonment of what promised, to be a very pleasant trip to Ireland naturally caused considerable disappointment amongst the party on board; but, making the best of the circumstances, each one set about enjoying himself so far as the altered position of affairs would allow. On Wednesday evening, however, the City of Rome was taken down as far as Ailsa Craig, round which she made one or two runs, and then returned to the neighbourhood of Wemyss Bay, where, during nearly the whole of the next day, frequent trials of her engines were made.

The lovely scenery on the banks of the Clyde at this point was greatly admired, and served in a large degree to relieve the monotony or the 'measured mile' trials. These ultimately proved of a highly satisfactory character to those most closely concerned with the big ship, and so fully convinced were the representatives of the Inman Company of the completeness of the whole of the ship's arrangements that they took delivery of her before leaving on the homeward voyage. It may be stated that the City of Rome was taken round to the Clyde solely by the Barrow Shipbuilding Company for the special purpose of having a good field for the necessary trials of her machinery. Those in charge of the engines started the ship at the rate of nine revolutions, making two knots, increasing gradually until they had reached 45 revolutions, at which she attained a speed of 15¾ knots. It was not thought desirable to increase the speed beyond three quarters, in connection with which she secured the 15¾ knots referred to, and it is expected that when the maximum number of revolutions is accomplished, viz., from 58 to 60, she will attain a speed of 17½ to 18 knots.

It may be interesting to state that the engines, which are known as the 'tandem,' can be reversed in five seconds from full speed ahead to full speed astern, a fact which will give her greatly increased safety as an ocean going vessel. No fewer then ten engineers and 62 fire men and trimmers will be required on board the Rome, and the hands, all told, will number over 200 during the season. From 180 to 200 tons of coal will be consumed on board the vessel every day, when going at full speed.

Barrow Herald and Furness Advertiser,  1 October 1881.

On Thursday week, after the routine of the trial trips, the City of Rome sailed from the Clyde, running down Channel under easy steam at 14½ knots per hour, there being no desire to press the engines to their full capabilities until they had worked down to their bearings. Though there was  a good breeze,  she proved very steady  and comfortable, as may be inferred when it is stated that there was dancing in the grand saloon. The magnificent vessel, bravely battling with the wind, went steadily on her course, and her behaviour on the run round to Liverpool was considered highly satisfactory. Friday morning broke gloomy and threatening, but as the day advanced the the shone with much brilliancy, and the sail up channel into the river was thoroughly enjoyed.

Barrow Times,  8 October 1881.

City of Rome, complete,  at the fitting out  basin, Barrow.  Credit: National Maritime Museum.

Opinion has been almost unanimous  that she was  the most  stately and well proportioned  steamship ever built.

North Atlantic Seaway,  Vol. 1.

There is no vessel on the Inman Line elsewhere to be compared with her at any point, with the single exception of the Great Eastern, which is so faulty in construction as to be placed by general consent out of the race altogether. The City of Rome is thus just what her predecessors have been in their turn, " the crack ship of her day." She will be beaten, of course, as they have been beaten; her fate is certain but until it overtakes her she must receive the honour she is entitled to. We will wish her a long life, but, in the interest of our mercantile marine we must add, a short supremacy.

The Times, 1 October 1881.

Whilst  steel was recognized as the  better shipbuilding material, many  ships  of the early 1990s were still  constructed  of wrought iron plate due to the  difficulty in obtaining suitable steel plate. The Inman ship City  of Rome became a victim  of that  shortage. 

The Inman Line went to the Barrow Shipbuilding Company for its challenger to Guion's dominance, requesting construction of  a  fast  luxury liner. Without doubt the builders fulfilled the second part of their brief, City  of Rome's accommodation being a match for any ship of the day.  External appearance was also superb,  and she was acknowledged as one of the most  beautiful  ships ever to cross  the Atlantic. In one notable aspect, that of speed, she failed to lived up  to  expectation and that led to rejection.

Power of the Great  Liners. 

City of Rome off Greenock as completed. Note the placement of her  boats directly on the Hurricane Deck, heavy spars and prominent ventilator cowls. Credit: wikipedia

Make no little plans. They have no magic to stir men’s blood and probably themselves will not be realized. Make big plans; aim high in hope and work, remembering that a noble, logical diagram once recorded will never die, but long after we are gone will be a living thing, asserting itself with ever-growing insistency. Remember that our sons and grandsons are going to do things that would stagger us. Let your watchword be order and your beacon beauty. Think big.

Daniel Burnham, American architect (1864-1912).

"Make no little plans," was the apt  credo of The  Age,  and one  ascribed  to by  William Inman who,  in  answering  the  Guion  Line  challenge,  aspired  to build  the  world's largest (well,  as  all ships  were  for so long in those days, after  Brunel's still extent  but moribund Great  Eastern)  and fastest liner.  Inman, which  had  patronised Clydebank yards for their  past orders,  turned to the  relatively inexperienced Barrow yard for  a ship  that was unlike any hitherto contemplated.  It  was perhaps  this  melding of  the  bold  and the untried that resulted in the deficiencies evidenced at  her completion.

Not inexperienced as a naval architect was  the man  who designed her, and went on to lead Barrow Shipbuilding in 1881, as general manager-- William John,

Naval  Architect William John, 1845-1891). Credit: Modern Shipbuilding and the  Men Engaged In It. 

William John (1845-1891). Fellow of the Royal School of Naval  Architecture  and Marine Engineering; Member of  the  Council of  the  Institution of Naval Architects; Member  of  the Iron and Steel Institute. 

Born at Narberth, Pembrokeshire, in July, 1845. Was educated in the Mathematical School at the Royal Dockyard, Pembroke, and received a practical training in shipbuilding in that dockyard. Was appointed an Admiralty student in the Royal School of Naval Architecture and Marine Engineering, South Kensington, in 1864, and passed out in 1867 with the diploma of Fellow of the First Class. In 1867 was appointed a draughtsman in the department of the Controller of the Navy at the Admiralty, and served in that capacity till 1872, when he left the Admiralty service for that of Lloyd’s Register of British and Foreign Shipping, in which Society he was shortly afterwards appointed Assistant Chief Surveyor. In 1881 he left Lloyd’s Register to become general manager to the Barrow Shipbuilding and Engineering Co. (Limited), at Barrow-in-Furness, which position he now occupies. While at the Admiralty, distinguished himself in original scientific work in naval architecture—notably in 1868, by constructing the first curve of stability which was ever produced; in 1870, by investigating the stability of H.M.S. Captain, and pointing out, only a few days before she was lost, the dangers to which she was liable; also by his calculations relating to the strength of war-ships, and constructing for them the first curves of hogging and sagging and sheering strains. Since leaving the Admiralty, has enhanced his high reputation for scientific skill through his investigations into the stability and strength of mercantile ships, and the numerous valuable papers upon these and other subjects, which he has read before the Institution of Naval Architects, and other scientific bodies. Has devoted himself largely and very successfully to the consideration of the principal causes of loss of ships at sea—both of sailing vessels and steamers; and has given most instructive evidence in some of the principal cases which have been enquired into in recent years. Several years ago, when sailing ships were being frequently dismasted, made a very lengthy and complete investigation of the circumstances in which these casualties happened, and of their causes; and the same is embodied in an elaborate report upon the subject to the Committee of Lloyd’s Register. Was selected by the Committee appointed to enquire into the loss of H.M.S. Atalanta to investigate the stability of that vessel as an independent check upon the official Admiralty calculations, and his report and evidence showed conclusively that she was capsizable, and probably did capsize at sea.

Modern Shipbuilding and the Men Engaged  In It.

Dimensionally, City  of Rome was an impressive, groundbreaking liner that more than satisfied Inman aspirations to produce  the largest merchantman in  the world save Great  Eastern.   Measuring 8,415 tons (gross), 4,615 tons (nett), 610 ft. (length overall), 560 ft. 2 ft. (length b.p.) and 52 ft. 3 in. (beam),  she remains the narrowiest big  liner ever built with  a length to  beam ratio  of 10.7  to 1.  Displacing 11,230 tons  on  a draught of  26  ft.,  her designed deadweight capacity was  3,800 tons, but as will  be  seen, was really  only 2,200  owing to her substantially greater  draught  owing  to  the  substitution of  iron  for  steel  in her construction. 

The President could not allow the discussion to end without saying he was a little disappointed that steel had not been more liberally used in this ship. He hoped the next 8000-ton ship built in Barrow would have boilers of steel, and also be built of mild steel, always supposing that a sufficient supply of the material was forthcoming, which he felt sure would be the case. Such ships would be lighter, stronger, tougher, and altogether better. Past experience was amply sufficient to show that boiler plates could be got of good mild steel, and he rejoiced that the Admiralty were doing so well with steel ships and boilers.

Proceedings of the Institution of Mechanical Engineers.

City of Rome's lines made her a natural  for  the  classic engraved prints of the  era.  Credit:  The Mariners'  Museum. 

In designing the Great Eastern, Brunel had no other guide than his scientific knowledge; there were no gradations between the puny vessels of five and twenty years ago and the leviathan he constructed; and he reckoned the length, beam, and depth on bases which the actual practice of later shipbuilding has not confirmed. The tendency of naval construction in the merchant navy is to lengthen the hulls, without in any appreciable degree augmenting the beam or the depth of the hold. This will be at once apparent by comparing the salient dimensions of these two typical vessels, the Great Eastern and the City of Rome. The length of the former is 680 ft., with her breadth of beam 83 ft., and depth 60 ft. The similar measurements of the City of Rome are, length 586 ft., while breadth of beam is 52 ft. 3 in. and her depth of hold 37 ft., so that while in length she closely approximates to her rival, in breadth and depth depth she is little more than half the magnitude. It is in these conspicuous differences of proportion that the disparity of tonnage is to be found. The Great Eastern is of enormously greater cubical capacity, may be inferred from her breadth and depth; but, though less tall and bulky of hull, the City of Rome is still of great cargo capacity. Her tonnage is returned as being 8,826 tons; her displacement, on a mean draft of 26 ft., is 13,500 tons, and she has a dead-weight carrying power of 5,500 tons. The great length of the vessel and her beautifully modulated lines suggest to the beholder an impression of buoyant grace rather than of vast magnitude; yet her carrying power, notwithstanding her clipper bow, rounded stern, and triin masts, is greater than that of any other vessel afloat, except the Great Eastern.

This extreme length and comparative narrowness of beam might, perhaps, suggest some misgiving as to the strength of the hull. This doubt, however, is at once dispelled when the character of her construction is examined. From keel to deck the ribs and plates are of the strongest material, all knit together by angle irons and rivets, but the most distinctive feature of the design is the mode in which the hull is supported and stiffened by transverse sections. The bulkheads, of massive iron, extend from the keel upwards to the main deck, without any openings, except narrow ways, which may be closed by mechanical appliances at a moment's notice. These transverse sections serve the double purpose of strengthening the ship, much on the principle of the girder bridge, and of shutting out water in the event of accident. The largest distance between the bulkheads is only 60 ft., and it is calculated that more than one of the compartments might be filled with water without affecting the ship's flotation. The stern-post or frame is the heaviest single forging ever made for such a purpose, weighing 33 tons in the finished state. The framing of the vessel is of the ordinary type, though of exceptional size, each frame running from centre line to gunwale and being 60 ft, in length. She has two complete iron decks, with the lower deck complete for half its length; nine tiers of keelsons, the principal of which are carried in unbroken line through the engine-room; and the shell plating forms a complete skin, with every edge and butt fitted together with mechanical exactness.

The Marine Engineer.

First three-funnelled Atlantic liner, City of Rome's  rakish lines were without equal. Crredit: reddit oceanliner porn artistics.

If remembered or admired at all today, it is for  her appearance and City  of Rome was nothing if  not a breathtakingly beautiful  ship whose slender lines gave  a javelin like appearance and clipper ship grace. With her, Inman and Barrow  redefined steamship asthetics in the age of screw, steam, steel and iron. Many contemporary  passenger  steamers of the period, notably those  of  Guion and Cunard, had all the  grace and line of flat irons topped with factory  chimneys and Alaska and Arizona gave no hint of  their speed in  their lines or  looks. City  of Rome's  ultimately  disappointing speed was  all  the more so given she at least looked  like a true ocean greyhound, more than any  ship before or since. Yet, she was firmly  in the Inman tradition  of melding the Steamship  Age and that of Sail and proof that  Inman had a substantial role in her design. 

City of Rome had one more distinction appearance-wise, being  the first three-funnelled trans-Atlantic liner,  occasioned not  so much by  appearance or pretension but  owing to  her unique divided boiler  rooms. In doing  so,  she  created an enduring image  of The Ocean Liner and henceforth the  number  of funnels came to  impart  the  status  of  the vessel.  Indeed, City of Rome's closely  spaced  three funnels created a such a  distinctive  image  for her later operators,  Anchor line, that was emulated  in later  classes  of  their  top liners over the  next two  generations:   Columbia of  1902 and Transylvania and  Caledonia  of 1925.   

Looking  rakish even coming into Greenock's James Watt  Dock,  City  of Rome shows off  her figurehead of Julius Caesar.  Credit: State Library of South Australia.

The distinctive type of the Inman Line has not been departed from in respect of the perhaps old-fashioned, but still handsome profile, with clipper bow, figurehead and bowsprit. The figurehead is a full length figure of one of the Cæsars in the imperial purple. The whole of the headwork with this exception is formed of iron, to save the cost and trouble of continually renewing the head-rails, etc., when made of wood. The vessel is to be rigged with four masts; and here again the handsome full ship rig of the Inman Line has been adhered to with the addition of the fore and aft rigged jigger mast, rendered necessary by the enormous length of the vessel. She will have three funnels, each painted with the company's white band. 

In structural proportions and design the City of Rome presents a remarkable contrast to the Great Eastern, to which she stands next in magnitude in the mercantile marine. Brunel's vessel suggests the idea of a stately ark, with towering walls and ponderous hull, massive and stupendous rather than elegant. The conditions are reversed in this newer product of naval architecture. The City of Rome is of great length, of tapering form, symmetrical lines, and graceful mould, so that the inexperienced observer is scarcely able to realize her enormous dimensions. The difference of proportions between the two vessels supplies a singular illustration how scientific theory may be modified by practical experiment. 

The Marine Engineer.

A superb study  of  a truly magnificent looking  vessel:  City  of Rome anchored in the Mersey.  Credit: National Maritime Museum. 

The City of Rome has the stereotyped appearance of the Inman ships in her contour, and her large dimensions have not detracted from their well known typical beauty. There is the easy spring to her shear, fore and aft, with the conventional dashing rake to the stern and graceful cutwater forward. She is turtle backed forward and aft, the outline of which in profile finishes fairly with the hurricane deck. The model forward is not sharp; viewed in connection with her great proportionate length, her bow may be considered to be but medium in fineness. The water line aft seems full, though the buttock is light and graceful to the view. The stern is ornamented with gilt carved work surrounding a shield in the centre, overhung with tasteful festoons. Under her name and hailing place a gilt  hollow is worked. A gilt band defines the gunwales shear fore and aft, which, together with the round on the edge of the worked in brass gives her a rich and elegant appearance when viewed broadside on. Her cutwater is ornamented with a demi-figure of Augustus Caesar, leading up to which her trailboards, carved with shields, birds, spear heads, vine work,etc., gives her bow a rich finish, painted, as the whole is, in bronze and gold. At her rail height, and finishing in tapered gilt flutings back of the figure, is her name—The City of Rome. 

Barrow Herald and Furness Advertiser,   15 November 1881.

Copy of Midship Section for City of Rome, December 1879. Credit LR Foundation.

Very strongly built, City  of Rome typified the rugged, almost  overbuilt "box girder" construction that came to typify  Barrow Built motto, "Tough  as a Battleship" given the yard's later  prowess as Vickers Shipbuilding in naval  construction that City of  Rome  predated and helped  to  establish. 

Section Showing Plate Frames in Engine and Boiler Space for City of Rome, 31 July 1880. Credit: LR  Foundation.

The framing of the vessel is of the ordinary type, the floors being 34 in. deep at the centre line. The frames are in one length from centre line to gunwale, and are of angle-irons 7 in. x 4 in., and 60 ft. in length. The reverse frames are also in one length of 4 in. x 4 in. angle-iron. The butts of the frames, reverse frames,and floors, are all carefully shifted from one another. The whole of the beams are of the Butterley bulb sections, each rolled in one length. The vessel has two complete iron decks above; while 

the lower deck is complete for half the length, and has wide plating on each side for the remainder. She has nine tiers of keelsons,  all running right fore and aft; the five central ones are of uniform height, so as to be carried unbroken through the engine and boiler seatings. These bunkers, and all the bulkheads, are fitted with proper water-tight doors, which will be of the type adopted by the Admiralty. These will be worked both from the main-deck and from below, and will be fitted with telltales on deck, to show clearly whether they are open or closed.

At the fore end a double bottom has been arranged for a distance of 150 ft. from the stem. This will add greatly to the safety of the ship in the event of her stranding on a rock or suffering a bow-on collision, as the bow is thereby greatly strengthened, and the risk of water getting into the vessel reduced. The sizes of the forward compartments generally are also small compared with the general dimensions. 

The shell plating is arranged on a principle that has been applied with great success to all the large transatlantic steamers which have been built in Barrow. The inside plates form a complete skin,plates, half the width of the inside strakes, fitted outside. By this arrangement the shearing strains on the riveting are greatly diminished; and the plating in the way of the outside covering strakes being doubled, thinner plates are used than the ordinary mode of plating as per Lloyd's rules, and so much sounder and closer work is ensured.

The hold stanchions are arranged in two tiers, one on each side, the better to support and strengthen the long beams.

The whole of the deck-houses, turtle-decks, and other erections on the upper deck are of iron, to stand the strains of an Atlantic winter. The scantlings had to be considered specially, and have been approved both by Lloyds' and by the Liverpool Registry.

Marine Engineer, 1 September 1880.

Diagram showing the arrangement of  City of  Rome's shell plating. Credit: Proceedings of the Institution of Mechanical Engineers.

The ship was built by the Barrow Shipbuilding Company, is of iron, plated 'in and out,' on the principle that has always been applied to large steamers constructed in Barrow—the inside plates forming a complete skin, fitted, as they are, edge to edge and butt to butt, their seams being covered with plates (outside streaks) half their width. The frames are in one length from centre line to gunwale, of angle iron 7 inches by 4 inches ; the reverse frames are also in one length, 4 inches by inches, angle iron. The floors are of plate iron, 34 inches deep across the keel. The deck beams are of the Bulb pattern, rolled in one length. She has nine keelsons topped with angle iron, the five central ones being of uniform height. There are two rows of stanchions in the hold fore and aft, one each side at the "quarters" of the beams. She has four decks. The upper and main decks are of iron complete, while those below are plated half of their length at the ends, but have a stringers along amidships. She has, of course, traverse water tight bulkheads from main deck to skin. dividing her hold into numerous water comnpartments, the longest of which is sixty feet only, and with a view of giving still further. It the event of collision or stranding, the boiler room is divided longitudinally by an additional watertight bulkhead. All these watertight compartments, are  so arranged that they can be closed. if necessary, simultaneously, as they are fitted with and tell-tales, the valves of which can be worked, either from the main deck or below. The bunkers, which extend the entire length of the engine and boiler rooms, and in the same vertical longitudinal line with the outer keelsons, are also watertight. forming an admirable protection to the machinery in else of collision amidships. All of her scantlings have been approved by both the Lloyds and the Liverpool registry, and she has been built under the special surveys of both associations.

Barrow Herald and Furness Advertiser,   15 November 1881.

1) The  Engine Room, 2) Taking  Time on the Measured Mile, and 3)  The Electric Light  in  the  Stoke-Hole.  Credit: The  Graphic.

The most interesting and striking feature of the vessel, however, is the engine-room. The problem the builders and engineers had to solve was how this stupendous ship, ponderous in her own weight, but still more ponderous when laden with 6,000 tons of cargo and probably 2,000 human beings, was to be propelled across the Atlantic at a speed of 18 knots an hour, that being the standard which the Inman Company set before themselves. It was an anxious and difficult study, but they are confident it has been solved. There was some thought of adopting twin screws, but it was finally determined to adhere to the older principle of a single screw, of 24 ft. diameter, driven by three sets of inverted "tandem " engines, working on three cranks, disposed at an angle of 120 deg. to each other. There are three high-pressure cylinders, 43 in. diameter, and three low-pressure cylinders, 86 in. diameter, with 6 ft. stroke. Steam is generated in eight cylindrical tubular boilers, fired from both ends, each 14 ft. diameter and 19 ft. long, the boilers being constructed for a working pressure of 90 lb. to the square inch. 

The engines are intended to work constantly at 8,000 indicated horse power, although capable of developing upwards of 10,000-horse power. The crank-shaft is a built shaft, and, together with the screw shaft, is made of Whitworth's fluid-compressed steel. The process of manufacture is believed to afford an absolute guarantee against flaws and blemishes. The shafts are cast in lengths, each from a hollow cylindrical ingot, which, while in the molten state is subjected to hydraulic pressure, thus excluding all gases, and consolidating the entire mass. The ingot is afterwards reheated and placed on a mandril, and is then forged and drawn by hydraulic power until it assumes the form of a double-collared shaft. The advantage of this process, according to its advocates, is, that not only is there better assurance of sound workmanship, but that the shaft is stronger and lighter; for instance, the City of Rome's crank-shaft weighs 64 tons, whereas, if of iron and solid, the weight would have been 73 tons.

The Marine Engineer.

Plan and Longitudinal section of  City of  Rome's boiler  and engine spaces. Credit:  Engineering. 

Cross section of  City of Rome's engine and  boiler  rooms. Credit: Engineering.

The question of propelling the ship at so high a speed as 18 knots per hour demanded careful consideration, and it was ultimately decided that it would be best to adhere to the single-screw arrangement, and adopt a propeller 24 feet in diameter, driven by three sets of inverted "tandem" engines, working on three cranks disposed at an angle of 120 degrees with one another. The "tandem" engine has the high-pressure cylinder placed in a line behind or above the low-pressure cylinder. The crank-shaft is a built shaft, and, with the screw shafting, was made by Sir Joseph Whitworth & Co. of their fluid compressed steel. The leading particulars of the engines are: there are three high-pressure cylinders 43 inches diameter, and three low-pressure cylinders 86 inches diameter, and 6-feet stroke. The diameter of the crank-shaft is 25 inches, and of the crank-pins 26 inches. The length of the main bearings is 33½ inches, and of the crank-pins 28 inches. The crank-shaft weighs 64 tons; had it been made of iron, and solid, the weight would have been 73 tons. The propeller shafting is 24 inches diameter, and the hole through it 14 inches diameter. The thrust-shaft has thirteen collars 391 inches diameter, giving a surface of 6000 square inches. This piece of shafting weighs 17 tons. The propeller-shaft is 25 inches diameter and 30 feet long, and weighs 18 tons. The bed-plate weighs 100 tons. The cooling surface of the condensers is 17,000 square feet, equal to nearly 17 miles 360 yards of tubing. There are two air-pumps, 39 inches diameter, and 3 feet stroke, worked by levers attached to the aft and forward engines. There is a pumping-engine, which can be used for pumping heavy leaks, or can also discharge through the condenser. There are also three auxiliary pumping-engines, for feeding the boilers, for bilge-pumping, and for deck purposes.

A Chronological History of the Origin and Development of Steam Navigation.

Although brought about by the substitution of iron for steel, City of  Rome's failure in performance was largely down to an unpowered, underboilered and un-necessarily complicated machinery  installation. This was not  entirely down  to her builders, either, and indeed under  her succeeding Anchor Line management  and their  input, her engine room was largely put  right, and, in  the words of Denis Griffiths (Power of the Great Liners), "… which  included the removal of  several cranky  ideas insisted upon by individuals from the Inman management."

As delivered, City  of Rome was powered by  a  single-screw, three-crank compound engine with three high-pressure cylinders over three low-pressure ones, 46 and 86 ins.in diameter respectively, with a six-foot stroke.  Again, quoting  Denis Griffiths, "that  arrangement resulted in a  short  engine, but a very tall one which  extended above  the main  deck.  Such vulnerability  would have not  have been looked upon kindly by  the Admiralty had the ship  been intended for service as  an auxiliary cruiser."  Indeed, the  engine  room was but 42 ft. long, enabling it to be in its own watertight  compartment. Valves were  operated  by a complicated  gear-wheel arrangement that raised eyebrows from the onset.

Mr. F. C. Marshall, looking at the question from an engineering point of view, should like to call attention to two or three points in the description of the machinery and of the ship. In the case of a ship of that class, he thought the question of a twin-screw arrangement might have been more favourably considered. To make a very high-speed vessel depend entirely upon one pair of engines seemed to him to be rather a risk. He presumed Mr. Humphrys would say that by the single-screw arrangement they obtained simplicity of construction and fewer parts. That was so, up to a certain point; but he found that in order to carry out that arrangement the designers had had to introduce what was rather a novelty - three pairs of tandem engines. He submitted that from an economical point of view it would have been better to have two sets of engines with cranks at right angles. Engineers were pretty well agreed that the tandem arrangement was not the most economical form of compound engine, requiring as it did something like 10lb. more steam per I.H.P. than the ordinary right-angled arrangement. He did not know that there was any very great objection to the double-crank arrangement of engine, as to balance. He believed the arrangement which was adopted in the Arizona, the Orient, and other vessels, could be made to work perfectly well, and with equal balance. The supposed superiority of balance however appeared to be the only reason why the tandem form of engine had been adopted in the City of Rome.

With reference to the point to which Mr. Boyd had called attention the question of the introduction of gearing for driving the valves he believed that to introduce gearing or millwright work into a steamship (and he thought all marine engineers were pretty well agreed on the point) was a mistake; for every tooth introduced into any one of the wheels was an element of weakness. It would be observed that the whole efficiency of the engines depended upon the teeth of the wheels, whether of wood or iron, retaining their shape in the first place, and going on without breaking in the second place. He did not think the advantages of that arrangement were commensurate with the great risks involved in it. As to the advantage of getting small eccentrics, he was not aware that a large eccentric was a radically bad thing.

Proceedings of the Institution of Mechanical Engineers.

Twin-screws had been considered but given her  extremely narrow  beam, it seems unlikely this could have been readily accommodated with her  hull form and in general, the  pursuit for  record  breaking speed seems not entirely  reflected in the machinery  specification irrespective  of its inadequancies  with a vastly  increased loaded  draught owing to iron instead  of steel construction.

Credit: Proceedings of the Institution of Mechanical Engineers.

Credit: Proceedings of the Institution of Mechanical Engineers.

As  originally  delivered, City  of  Rome steam plant  comprised  eight cylindrical tubular boilers, fired from both ends. Each boiler was  14 ft. mean diameter, and 19 ft. long, with a steam receiver 13 ft. long and 4 ft. in diameter, and had six furnaces 3 ft. 9 in. in diameter, three at each end, so that there are forty-eight furnaces in all. The firebars  were 6 ft. long, giving a grate surface of 1,080 square ft. The shell plates of the boilers, supplied by Sir John Brown & Co., are 24 ft. 8 in. long, 4 ft. 45 m. wide, and 1 in. thick, and weigh nearly 25 tons each.  The internal parts  were of Bowling iron, and each furnace had its own separate combustion chamber.  The use of  iron  boilers  rather  than those  made  of steel, was roundly criticised  by contemporary engineers of the  period.  Moreover, with a nod  to Admiralty  desires,  her bunkers were  arranged  along the sides of  the firerooms which whilst affording  the optimal protection from collision or other damage, considerable  narrow the already  constrained 52-ft.  beam, allowing  only two boilers side-by-side and making for very restricted  and awkward  working  by  the  firemen and trimmers.  

Diagram of City of Rome's hollow built-up crank shaft.  Credit: Proceedings of the Institution of Mechanical Engineers.

With a view of giving still further safety in the event of collision or stranding, the boilers, are arranged in two boiler-rooms, entirely separated from each other by means of a water-tight iron bulkhead. This reduces what in nearly all full-powered steam-ships is a vast single compartment into two of moderate size, 60 ft. in length; and in the event of either boiler-room being flooded, it still leaves the vessel with half her boiler power available, giving a speed of 13 to 14 knots per hour. There is also the usual water-tight bulkhead separating the engine-room from the after boiler-room. Another feature of great importance is the disposition of the boilers. They are eight in number, of the double-ended form, and arranged fore and aft in four blocks of two, with the transverse bulkhead already mentioned between the central blocks. This arrangement provides for the bulk of the coal being carried in the sides of the vessel; and advantage is taken to make the bunkers form part of the structure. As shown by the plan, they extend in a straight line the entire length of the space occupied by the boilers, and, on one side, of that occupied by the engines also; and, being in the same line with the outer side keelsons, they are incorporated with them, forming two strong longitudinal girders.  These add considerably to the strength of the ship in the most important part, where in many vessels there is rather a loss than an accession of strength. It is intended further to make these bunkers and keelsons water-tight, and so to form an inner skin, which will afford admirable protection to the boilers and machinery in case of the vessel being cut into amidships an accident that in ordinary vessels almost invariably causes instant foundering. These bunkers, and all the bulkheads, are fitted with proper water-tight doors, which will be of the type adopted by the Admiralty. These will be worked both from the main-deck and from below, and will be fitted with tell-tales on deck, to show clearly whether they are open or closed.

Proceedings of the Institution of Mechanical Engineers.

S.S.  CITY OF ROME

Rigging & General Arrangement Plans

(For full-size scan, LEFT CLICK on image)

Credit: The People's  Journal, 18 June 1881.

Credit: Proceedings of the Institution of Mechanical Engineers.

Credit: Proceedings of the Institution of Mechanical Engineers.

Credit: Proceedings of the Institution of Mechanical Engineers.

City of Rome Upper Deck.

City of Rome Main Deck.

City of Rome, First Class  deck plan under  Anchor Line. Credit: Osher Map Library, Morse Collection, University of Southern Maine.

The general arrangements of the passengers' and officers' quarters, etc., are indicated by the plans. The promenade deck carries at the fore end the saloon skylight. In the hurricane deck-house the captain's and chief officer's cabins are placed close to the steering-house and look-out bridge, so that they are always near in case of necessity. Abaft this is the upper saloon companion, and abaft this again the large upper smoking room, which is a novel feature in this ship; it being thought advisable, in view of the large number of passengers, to fit two smoking rooms, each with separate stair to the cabin deck. In the after deckhouse is a deck saloon or lounge for ladies, which will be fitted up in the most elegant manner, and will prevent the necessity of going below in showery weather. Abaft this is a companion leading to the after end of the sleeping cabins. At the sides of this hurricane deck will be carried twelve lifeboats, one of which will be fitted as a steam launch. On this deck are the steam-winches for working the cargo.

Officers on City of Rome's bridge. Credit: Merseyside Maritime Museum.

On the upper deck, commencing at the fore end, is the steamwindlass for working the anchors and cables; and in the compartments on each side of the bow, accommodation is provided for the crew and firemen. At the after end of the turtle deck are all the washhouses and other fittings for the accommodation of the emigrants in the forward part of the vessel, together with cabins for the petty officers and stores, etc., for the ship. Next comes the upper saloon, or drawing-room, for the use of passengers. This apartment, which will be fitted up very handsomely with lounges round the sides, is in the form of a wide gallery with a large rectangular opening into the dining saloon below, thus giving great height and light to the latter apartment. Above this opening is a large skylight, richly ornamented; at the fore end will be a grand piano, and at the after end the grand staircase leading to the dining-room below. Proceeding aft we come to the galleys, sculleries, bakery, and other offices, all of which will be fitted with the best cooking ranges, etc. Next is the lower smoking room, which will be fitted similarly to the upper; the panelling of these rooms will probably be in wainscot oak, the floors laid in mosaic pavement; and the upholstery in morocco leather. Abaft this are the rooms for the officers and engineers, which, being exceptionally large and lofty, will be unusually comfortable. Under the after turtle deck is the accommodation for hospitals, lavatories, and other offices for emigrants, who are berthed in the after 'tween decks. At the extreme after end is the wheel-house, where will be placed the steam-steering gear, with a very strong hand-steering gear, to be used in case of the steam gear breaking down. The steam gear will be controlled by means of shafting from the bridge; from which there will be also a telegraphic communication, should it be desired to steer the vessel from aft. A large quadrant of wrought iron is attached to the rudder stock, and is provided with deep grooves in which the steering chains work.

Wonderful perspective of  City of Rome's bridge  and  wheelhouse with its Roman  eagle figurehead and builder's plaque and bell.   Credit:  Merseyside Maritime  Museum.  

On the main deck, commencing at the fore end, are two compartments for the accommodation of about 260 emigrants. A special feature in this vessel is that the berths are arranged in single instead of double tiers, each tier being separated from the next by a passage with large sidelight at the end. This adds greatly to the ventilation, light, and comfort of the passengers. The height in the 'tween decks is 9 ft. Next comes the grand dining saloon, 72 ft. long, 52 ft. wide, and 9 ft. high, or 17 ft. in the way of the large opening through the drawing-room above. This opening, surmounted by the skylight, forms a very effective and elegant relief to the otherwise flat and heavy ceiling. It is intended that the paneling and decorations shall be highly artistic, and quite unique; special designs are now in course of preparation. There will be three large and fourteen small dining tables, the large tables being arranged longitudinally in the central part of the saloon, and the small tables at right angles in the sides; an arrangement that will enable the attendants to wait more readily on the diners, and will also break the monotony that would exist if all the tables presented long continuous rows of people. Each diner will have his own revolving arm-chair, and accommodation will be provided for seating 248 persons at once. A large American organ will be fixed at the fore end of this room. Opening off through double spring doors is the foot of the grand staircase, under which will be fixed a handsome American luncheon bar with the usual fittings; beyond is the saloon pantry, which will communicate with the kitchen above by means of two lifts.

Crow's nest view aft showing just  how narrow beamed City  of  Rome was. Note the skylight to  the drawing room and dining  saloon forward and the big carved Roman eagle atop her wheelhouse. Credit:  reddit, oceanic_1899

On each side of the vessel, from the saloon to the after end of the engine room, are placed state rooms providing for 271 passengers. These rooms are arranged in two blocks on each side, an inner and an outer; the outer rooms are 6 ft. 6 in. x 7 ft. 6 in., and the inner rooms 6 ft. 6 in. x 5 ft. 9 in., both 9 ft. high. In the outer rooms the lower berth is made to slide in or out, while the berth above is arranged on the Pullman-car principle, so that it can be folded up out of the way when required an arrangement which will be much more comfortable than the usual ships' sleeping berth. The inner rooms are fitted with the ordinary bed places, and light will be furnished from a 14-in. side scuttle.

Amidships are placed retiring-rooms, baths and lavatories, barber's shop, &c. Abaft the cabin bulkhead the main deck is fitted for about 240 emigrants, in the same manner as for those forward; accommodation is therefore provided on the main deck for 500 emigrants in all, Accommodation can also be provided on the lower deck for 1,000 emigrants more, making a grand total of 1,500. In way of the engine and boiler casings will be fitted up the mail room, specie room, and the passengers' luggage room, all opening off the main deck; and along the sides of the engine-room will be berths for the saloon stewards, etc.

Marine Engineer, 1 September 1880.

The decorations and the interior furnishings of the character. City of Rome are of the most elaborate The design of the interior fittings and decorations was entrusted by the builders to Messrs. Wallace and Flockhart, of Old Bond Street, London, and these have all been carried out in the most successful manner by the builders of the ship, under the immediate supervision of the architects. The style of the decorations and furnishings may ho described as modern French renaissance, and is varied slightly in character to suit the different requirements of the several artistic department, The saloon is a brilliant sample of workmanship, whilst the music room and smoke rooms are equally elaborately finished. and The upholstering work is all of the latest design, been most artistically carried out by Messrs. head Wylie and Lochhead, of Glasgow. The figure of the steamer is classical in design, being a representation of Julius Caesar, modelled from the statue in the British Museum.

The Peoples Journal, 18 June 1881.

William Flockart (1852-1913). Credit:  The James M. MacLaren Society.

City  of Rome broke new  ground for Atlantic liners  in that her interior  design, furnishing  and fittings  were subcontracted by the  builders  to  a  firm of  interior  architects: Messrs. Wallace  and Flockhart, Old  Bond Street,  London.  William Flockhart (1852-1913) and William Wallace (b. 1845)  established their  partnership in 1879 and City  of Rome was their  first  maritime commission and followed the  general theme of "modern French  renaissance."   Impressive in comparison with previous liners'  interiors, its  general restraint struck some as too much  so:   

The fact that at once strikes the educated passenger on board these 'floating hotels' is the costliness and grandeur of the fittings and appointments; but it will occur to all artistic mind that a much better effect could be produced in the saloons at a considerable reduction of the present cost. Take the Servia, for instance, one of the latest and finest examples of naval architecture afloat. The saloon of this fine vessel is fitted with ash, satin wood, and maple, and the panels which occur on either side of the 32 deadlights are apparently stencilled monochrome. alternately with a figure or flower piece in. The effect is monotonous and cold. The same remarks apply to the City of Rome, the saloon of which is simply painted in grained oak, a visit on board this magnificent steamer reveals the fact that, except 'Mosaic of St. Peter's,' framed and placed in the saloon, artistic work has no existence in the cabin decorations. 

"The Decoration of Ocean Steamers," Liverpool Daily Post, 6 April 1882.

 

City of Rome First Class music room with the centre well over  the  dining saloon below. Credit: Merseyside Maritime Museum.

On the upper deck is the upper saloon, or drawing-room, about one hundred feet long, for the use of passengers. This apartment, which is fitted up very handsomely, with lounges round the sides, is in the form of a wide gallery with a large rectangular opening into the dining-saloon below, thus giving great height and light to the latter apartment. Above this opening is a large skylight, richly ornamented, at the fore end is a grand piano, and at the after end the grand staircase leading to the dining-room below.

The music-room, which is immediately above the saloon, is rather more severe in its style, being finished in black and gold, and the room itself is surmounted by a very handsome circular skylight, twenty feet long by ten feet wide, which throws down a flood of light to the dining- and music-rooms. A special feature in this skylight is the introduction of oval lights, which are enlarged to double the area where they pass into the ceiling of the dining-saloon. An organ is fitted up in the dining-saloon, and a grand piano in the music-room. 

Here, also, is the lower smoking-room, which is fitted similarly to the upper; the paneling of these rooms is in wainscot oak, the floor is laid in mosaic pavement, and the upholstery in morocco leather. The smoking-rooms are beautifully fitted up, that on the saloon-deck having a novel treatment of wall paneling, consisting of original Japanese water-color sketches of birds and flowers, drawn with that remarkable character peculiar to the Japanese. The seats are covered entirely with pig-skin leather. The wood-work of the walls, etc., in the upper smoking-room is of pencil cedar-wood, and in the lower of mahogany, oak, and walnut. The floors of those apartments are laid with parquetry. Abaft this are the rooms for the officers and engineers, exceptionally large and lofty. The height in the 'tween decks is nine feet. 

Notes for a History of Steam Navigation.

City of Rome First Class dining saloon with its electric light fixtures. Credit: Merseyside  Maritime Museum.

The grand dining-saloon is seventy-two feet long, fifty-two feet wide, and nine feet high, or seventeen feet in the way of the large opening to the drawing-room above. This opening, surmounted by the skylight, forms a very effective and elegant relief to the otherwise flat and heavy ceiling. The paneling and decorations are highly artistic and quite unique. The apartment accommodates two hundred and fifty first-class passengers. The chairs are made of polished teakwood, neatly fluted, with the Inman monogram carved in open work. They revolve on pivots, and are all numbered to correspond with the state-rooms, so that each passenger at once finds his seat. At night the saloon is lit by thirty-two Swan incandescent electric lamps, pendent from the ceiling, giving the whole a brilliant appearance. A paneled dado, of quaint design, three feet high, is carried entirely round the saloon, and from the dado cornice to the line of the ceiling the wall is treated with rich panels of figured mahogany, bordered with a margin of satin-wood, alternating with the side-light casings. These side-lights are rather more architectural than is usually found on board steamships. An architrave is carried in a square form round the side-lights, inclosing a secondary sill, and runs down to the top of the dado. From the centres of each of the intermediate panels the corbels (which are elaborate pieces of moulded and carved oak) spring, making the main lines of the ceiling construction, and carrying them down on the walls. At the level of the corbel capitals the ceiling rises upon elliptic arches between the beams, suggesting in a measure the fan vaulting, which is so beautiful a feature in Gothic architecture.

Notes for a History of Steam Navigation.

The dining saloon used  a daytime lounge. Credit:  The  Graphic.

The ladies' boudoir, on the main deck, is fitted out in a very handsome manner, the walls being paneled in rich figured brocaded silk, and the ceiling in Japanese leather paper. The couch is upholstered in blue velvet, with tapestry curtains. Alongside of this are baths, etc., for the lady passengers. On the hurricane deck is another boudoir, treated, as a contrast, with black and gold. The furniture and upholstery of this room is of amber-colored plush velvet, and the window-hangings and door portière are of Roman cloth of the same tone, banded with stripes of plush.

Notes for a History of Steam Navigation.

First Class stateroom. 

First Class accommodation was on Upper and Main Deck and the cited  capacity  seems  widely  quoted, varying from 280 to 520.  Basing it on actual cabins  shown on her original plans: Upper Deck (66 outside and 72 inside)  and  Main Deck (52 inside and 52 outside), it works out to 484 berths.

Much has been attempted  in the design of  the interior  arrangements, and her  large  capacity has  been favourable to  the accomplishment  of this purpose. Sleeping  accommodation for the  cabin passengers are chiefly  on the main deck. The  height between decks is  nine feet. There are staterooms for about three  hundred. The rooms are arranged inside  and outside, from the dining  saloon to the  after end of the engine room. They have double  berths, stationary  marble basins, and are richly upholstered. 

Barrow Herald,  15 November  1881.

Opening off through double spring-doors at the foot of the grand staircase and under is a handsome American luncheon-bar, with the usual fittings. On each side of the vessel, from the saloon to the after end of the engine-room, are state-rooms, providing for about three hundred passengers. Amidships are retiring-rooms, baths and lavatories, barber's shop, etc.

Notes for a History of Steam Navigation.

The accommodation for steerage passengers is complete and satisfactory, and in the general design their comfort has been most carefully studied, judging from the height of the ceiling in the apartments and the really splendid deck promenade which has been provided for their use.

Liverpool Mercury, 1 October 1881.

Nearer the stern still we come to the quarters of the steerage passengers, and these are, though of course not rich like the cabin, at least roomy and clean to a degree that would surprise old Atlantic stagers. 

Accommodation is provided on the main deck for about five hundred emigrants. Accommodation can also be provided on the lower deck for one thousand emigrants more, making a grand total of fifteen hundred. This class of accommodation the Inman Company has always given special attention to. The berths are arranged in single tiers or half-rooms, each being separated by a passage and having a large side-light, thus adding greatly to the light, ventilation, and comfort of the passengers, besides the advantage of a lesser number of persons in each room. Comfortable wash-rooms are provided for both sexes, fitted with looking-glasses, soap, towels, etc.

Notes for a History of Steam Navigation.

That hallmark of  the  Inman liner, steerage  accommodation, was exemplified in City of Rome.  The arrangement of the berths, two-tier and seven-deep from the side of  the ship to  the  central passageway and with porthole  providing light  and ventilation.  As  many as 1,500 passengers could be accommodated  with steerage  berths forward and aft on Main Deck and Lower Deck.

The crew numbers, when the full complement is aboard, about two hundred and forty. There are berths for fifty-four firemen and about fifty seamen, while over one hundred are in the cook and steward's department, and about twelve directly connected with the engine-room.

Notes for a History of Steam Navigation.

City of Rome as an Anchor Liner

In the hands of its new owners, the City of Rome was re-arranged internally, and her boiler power was considerably augmented, while her engines also were thoroughly revised. When first built, the vessel was fitted with engines of 8500 horse-power. As revised, they indicate 12,000 the acquisition being largely due to the fitting of four additional boilers. The results which have accrued from the extensive alterations made are such as to have firmly established the vessel in a foremost place in the Atlantic service.

Modern Shipbuilding and the Men Engaged In It.

At Barrow from October 1882-May 1883 City of Rome was taken in hand by  her builders and given a comprehensive refitting including major  work on her machinery,  boilers and accommodation under  the direction of Mr.  George Butler, engineer manager of Barrow  Shipbuilding (machinery) and Capt. Meiklereid,  marine  superintendent  of  Anchor Line (deck and accommodation).  Determined to make  her  good, they succeeded  beyond  expectation and whilst City  of Rome would never compete  for  speed  records,  she emerged for the 1883 season a thoroughly reliable steamer with improved accommodation throughout and as fine  as any ship  on the  Atlantic Ferry. 

Plan of Arrangement of revised boiler room  for City of Rome, 2 February 1883.Credit: LR Foundation

Anchor added four  extra boilers. Longitudinal plan of boiler room arrangement showing position of boilers, valves and pipes for City of Rome, 3 March 1882. Credit: LR Foundation

Paramount in the work was  a complete  re-arrangement of  the  ship's  firerooms.  Four additional  steel  boilers (John Jones & Sons)  were added in the  forward stokehold, each  being 10 ft.   8  ins. Long and 10  ft.  3 in. diameter.  City of Rome's boilers  were now  arranged three abreast, with 9 double ended and 3 single ended cylindrical boilers, giving a total heating surface of 29,286 square feet, and a grate area 1,533 square feet. The furnaces, 63 in number, were "of the most approved corrugated pattern. Each boiler had 186 tubes 3" outside diameter and 6'7" long. Four of the boilers are steel 14¾ thick and the others are of iron 14¼ thick. The working pressure  90 p.s.i. and  burning 2.4 pounds  of coal an hour  per indicated horsepower.

The means of access to the engine room and stokehole are ample and convenient, and  the  numerous ventilating shafts give  a full current  of  air to these particular compartments. This  must  be an immense boon to those  engaged in the  active working  of the vessel.

The Greenock Telegraph and Clyde Shipping Gazette, 6 May 1891.

Just  as important,  the coal bunkers were  re-sited to permit  not  only  the three abreast arrangement of the boilers  but  permit  far  easier working.  The ventilation of the boiler rooms was  also much  improved.   All of  these improvements were the  result of  Anchor Line  suggestions  based  on  their operation of  the ship "as is" in August-October 1882 and suggest  that some of her deficiencies in her  machinery stemmed perhaps  as much  from her originally  intended  owners  than her builders. 

Advertisement for the boilermakers who  supplied  the extra  boilers  for  City  of  Rome during  her  refit. Credit: Lloyds List,  9  November 1882.

The  engines  were modified in that  the high-pressure cylinders were increased  in diameter from 43 inches to 46 inches with  the  same stroke and the  complex geared valve system  replaced by  a much  simpler eccentric  system. 

In place the spur wheels formerly employed, the valves are now worked by means of eccentrics fixed on the crank shaft, and, by a simple and ingenious arrangement of rocking lever, the weight of the high-pressure slide valve is made to balance that of the low-pressure slide valves. These valves are all of the piston-type. 

The Greenock Telegraph and Clyde Shipping Gazette, 6 May 1891.

She was originally built to have an indicated horse-power of 8500, but this was actually exceeded, as the result of trials after she had been launched. When first afloat she had eight boilers, with six furnaces each, making a total of 48 furnaces. During her recent overhauling and improvements in the builders' yard at Barrow the boilers have been rearranged upon lines suggested by the Anchor Company, the special object being to give increased facility of access for coal-trimming and firing-up purposes, and also to give a larger measure of ventilation to those engaged in the laborious work. The steamer has now 63 furnaces, of the same size as before, contained in nine boilers of the double ended type, and three boilers of the single-ended description. 

The engines of the Rome have not been materially altered as to dimensions, exept that three inches have been added to the diameter of the high-pressure cylinders, so that they now stand at 46 inches diameter each. There are three low-pressure cylinders of 86 inches in diameter, as before. The stroke all is six feet, as it was originally. The valve gear has also been rearranged and considerably simplified, with-the view of giving greater facilities for overhauling and repairing. The power to be indicated in everyday working 12,000 horse power. This extraordinary engine power was considerably exceeded during the Clyde trials on the measured mile, when the whole of the elaborate machinery worked most satisfactorily, without any heating whatever. In place of the spur wheels formerly employed, the valves are now worked by means of eccentrics fixed on the crank shaft, and by a simple and ingenious arrangement of rocking lever, the weight of the high-pressure slide valve is made to balance that af the low pressure slide valves. These valves are all of the piston type.

The steamer, according to the statement of the authorities who have made and observed these tests, reached a speed of 18½ knots an hour, aud if this rate, anything approaching it, can be maintained in the cross-ocean runs, she will perform the voyages in the quickest time on record. 

The crank shaft is made of Whitworth fluid compressed steel, and weighs about 63 tons. The whole of the alterations and the addition of the boiler power were carried out by the Barrow Steam Shipbuilding Company, the engines being designed and their erection superintended by Mr. George Rodger, engineer manager. 

Captain Meiklereid, superintendent of the Anchor fleet, devised and supervised the carrying out of improvements on the deck and in the passenger compartments.

By removal of the boats to a level with the hurricane deck, the promenade deck has been left entirely free from obstruction, and as this is about 400 ft. long and 20 ft. wide on each side of the vessel, the Rome possesses a place of promenade for passengers which is unequalled on any ship. 

The steamer was docked at Glasgow for purpose of having her bottom thoroughly cleaned, and in order that a- spare steel blade might be in. As an indication of the strongly-built nature of the  City of Rome, it may be stated that when was docked to be overhauled it was found unnecessary to have one rivet or butt touched, the whole of the hall being as firm as on the day she first launched.

Liverpool Mercury, 26 May  1883.

Much effort was made to reduce her tophamper weight.  Originally fully rigged as a four-masted barque, her heavy yards were removed from her  main and mizzenmasts  and she emerged with a schooner rig.  The foremast cross trees went c. 1896 and the gaffs by 1900 so that she had no remaining provision for  sail. Also removed  were the heavy  ventilator cowls, replaced by blowers, and the  funnels considerably shortened or according some sources, replaced entirely. 

After refitting, City  of  Rome's nett  tonnage went from 5,538 to 4,615.   Anchor contented  themselves with a 2,200-ton  cargo capacity  on a 26-ft. loaded draught. 

Anchor Line effected substantial changes to  City  of Rome's accommodation,  including  re-arranging it  to  three classes: First,  Second and steerage with a capacity quoted as being "480 First, 200 Second  and 1,500 steerage," although  as so  often these figures are not evidenced by  available deck plans.  There was also the provision of  de luxe  accommodation, in the form of six  "staterooms" measuring some 12 ft. by  12. ft. with special decoration and brass bedsteads, added to the Hurricane (Promenade Deck) and two just  aft of the dining  saloon  on  the starboardside.

The  original First  Class cabins on Main  Deck aft of  the dining saloon,  were assigned to  Second Class, comprising 52 outside and  52 inside, or 208 total berths.  First Class accommodation was extended forward of the dining  saloon, in place  of the steerage space, with  20 outside and 20 inside cabins or 40  total berths giving a total  First Class  capacity  of 353 passengers in  four  staterooms on Promenade Deck,  64 outside cabins and 70  inside cabins on Upper Deck and 20 outside, 20 inside and two staterooms on Main Deck.   Steerage  accommodation is  generally cited at totalling 800-1,000 berths. 

A  major improvement was transforming the Hurricane  Deck  for  its entire length  into a open promenade deck, extending 400 feet long and 20 feet wide, by raising  the lifeboats eight feet  overhead and carried  on skids rather be flat on the deck. Considerable redecoration of  the public rooms was also undertaken: 

The alterations and addition, in her internal arrangements add not only to the comfort of the passengers, but to the beauty of the steamer. More particularly is this noticeable in the cast of her special staterooms, which are 12 feet by 12 feet, and are fitted up in all respects as an ordinary bedroom. the orthodox four-poster being  conspicuous feature. The same remark applies to the ladies' cabin, which is situated on the fore part of the promenade, immediately beneath the bridge, and commands a magnificent view of the forward part of the vessel. This cabin is unique and perfect in design, beautifully and artistically fitted in black and gold, amber-colored Roman satin curtains having velvet plush seats of the colour. The library, which is also an addition, is fitted on the same deck, but much further aft, and is furnished in morocco leather, with medallions of the leading literary men and poets of the country. The smoke room is amidships, on the promenade deck, and has an adjunct in the shape of an bar, fitted in all respects as those to be found in the leading American cities. The promenade deck is, however, perhaps the great feature. By raising the ship's boats some eight or ten feet promenade had been secured  which is at once imposing and forms a considerable addition to the comfort of the passengers.

Liverpool Journal of  Commerce,  22  May 1883.

The dining room is a marvel of tasteful furnishing and decoration, capable of seating 250 passengers to dinner with all the conveniences and appliances to boot to make dining an agreeable occupation even at sea. The handsome organ, buttressed on each side with book cases containing hymn books and prayer books necessary for Divine music on the voyage is noticeable still; while the former 'Broadwood' is replaced by a splendid enamelled white and gold piano which stands at the head of the balcony in the beautiful saloon above the dining room.

Barrow Herald and Furness  Advertiser, 5  May 1883.

The furniture and upholstery throughout are on a scale which seems almost wantonly extravagant, from the drawing room, with its heavy draperies in soft gray-greens, lightened by mirrors interspersed among the curtains, to the special bed-chambers, with  their large four-post bedstead and abundant furniture large covered  with plush in shades of salmon and gold.  The ladies' cabin is curiously pretty, both in shape and in its old-gold tapestries, while the less fascinating sex have plenty of ground for congratulation in the innovation of a complete American bar as an adjunct to the smoking-room. 

New York Tribune, 6 June 1883.

Amongst the rooms which have been redecorated are the grand dining saloon, 72 feet long and 52 feet wide; two private state rooms, smoke room, music room, reading room and library, and the ladies' saloon, situated at the top of the grand staircase. 

The ladies' drawing-room has been refurnished in the most artistic manner, the sides being divided into bays by fluted Ionic columns, ivory. white (enamelled), relieved with gold, being the prevailing colour. The piano, which is one of Broadwood's oblique uprights, stands in an alcove facing the entrance.

The ladies' private cabin, on the promenad deck, is a model of luxury and chaste ornamentation. It is a | beautiful little room, furnished in black and gold, with amber Roman satin curtains banded with stripes of silk plush of gold colour. 

The reading-room and library, on the same deck, is in morocco upholstery, the windows containing medallions of Shakespeare, Sir Walter Scott, Tennyson, Longfellow, Harriet Beecher Stowe, Bret Harte, and others. 

Near this are the smoking-room and American bar, furnished in mahogany and oak, the panelling being filled in with clear Japanese paintings in water colour. The dining saloon is the largest and handsomest apartment of the kind possessed by any vessel leaving Glasgow, and an artistically designed and well-toned organ gives increased value to this magnificent centre of the well-equipped.

A novelty, which is sure to be appreciated, is the introduction of special state apartments adjoining the grand saloon. They are each about twelve feet square. One, called the blue chamber, is furnished as a sitting-room, the panelling being relieved by Eastern ornaments, while the portholes are screened by delicately tinted Japanese pictures, which were exhibited at the last Yokohama Exposition. Another, fitted as a bedchamber, is treated in an equally original artistic manner.

Beyond this is prettily decorated room for the use of ladies. The other chambers are models of luxury and comfort. The vessel is illuminated throughout with the Swan electric light, and the effect after nightfall is of the most brilliant character.

The Greenock Telegraph and Clyde Shipping Gazette, 6 May 1891.

City of Rome, overconfident in  inception, flawed in material and inadequate at completion, should have been a failure.   Instead, she went on prove her true qualities and potential and go on to a successful  career that belied probably the most  difficult  first year a major liner ever experienced. Indeed not  built in a day, City  of Rome eventually  stood the test  of time.

Inman advertising card, 1881.  Credit: eBay auction photo.

The placing  of this vessel on the  station,  marks  another epoch  in  the history  of steam navigation, and illustrated the  marvellous  strides made  in that  science during  the  life of one British  merchant. Mr. William Inman lived  to  see  the City of Rome launched,  but  he was  cut  off  by death  a  few  weeks  ago,  before  she was  ready  for  sea. He  was only  56 years of age at the  time of  decease, yet during his comparatively brief  life he  witnessed-- and, indeed, led-- one of the most wonderful revolutions  in maritime enterprise  which history  record. His  boldness  brought  great prosperity  to  himself and his co-partners; but it  was also  attended by blessings to  the  world, and on the latter ground  the facts deserve  to be  chronicled.  The two main incidents  of his  career that  he was the pioneer in  adopting the screw propeller to transatlantic navigation,  and in utilising steamships  for  the  emigration trade.

The  Times.

She was returned to her builders by the Inman Company, because she failed to come up to the contract in many important respects, notably in speed, carrying capacity, and draught of water. The Barrow Ship-Building Company agreed to take her back and pay every expense the Inman Company had gone to with her rather than stand a suit for £125,000 sterling damages which the Inman Company had commenced.

A Chronological History of the Origin and Development of Steam Navigation.

The founder of the Inman Line, William Inman, died on 3 July 1881, a few days after the City  of Rome was launched,  and was therefore spared the  disappointment caused  her indifferent performances.  

North  Atlantic Seaway, Vol. 1.

City  of Rome, the last great endeavour by William Inman, and in many aspects one in aspiration and specification at odds with previous  aims  and achievements that built his  line's success, was one that he would not  see realised.  Moreover  the  void  in  the line's  ensuing management following  his death, resulted in rather  a  "throw in the towel,"  response to  the ship's issues,  not entirely  caused by  the builders  alone.  City of Rome would be the last  new ship built for  Inmans under  British management and was never accepted by the line.  Thus her  shortlived  Inman career proved but  a brief  and unhappy  preamble to an ensuing successful  life. 

Departing the  Clyde on 6 October 1881,  City  of Rome arrived off  Mersey Bar at 3:12 p.m. the following day. There was  a final celebratory luncheon aboard  before arrival and "As City of  Rome steamed slowly  up  the  Mersey  on Friday evening she  was  saluted by several outward-bound vessels,  and on anchoring,  immediately  opposite the  Liverpool landing  stage,  she  was observed by  the thousands who had  gathered on the dock walls  and stage  to witness  her arrival, her  magnitude of  hull  and  beauty  of  form awakening both interest  and  admiration." (Barrow  Times, 8 October).

The trial of the new Royal Mail Inman steamship the City of Rome was brought to a close on Friday afternoon, when the vessel arrived in the Mersey about half-past four o'clock. Her arrival caused considerable interest, and her progress up the river was witnessed by large crowds of people who had assembled on the dock walls in anticipation of her appearance. As she steamed up the Crosby Channel, the City of Rome was passed by a large number of outward-bound steamers, all of which dipped their ensigns in honour of the new arrival the same compliment being paid to it on board the lightships. A report of the proceedings on the opening day of the trial has already been published. The steamer arrived in the Clyde on Sunday morning, having been taken there at the instance of the builders, owing to the excellent facilities there are at the Clyde for trying a vessel of the great size of the City of Rome at the measured mile. As matters transpired, there is no doubt that the same exhaustive trial of the steamer could not possibly have taken place at the measured mile on the Mersey, as, in addition to the want of water, the steamer could not have occupied the course so long as she did on Wednesday and Thursday without the risk of collision with other vessels inward and outward bound. 

It was expected that the really official trial of the City of Rome would have concluded on Wednesday evening, and enabled the steamer, with the guests on board, to proceed. On a trip to the south-west coast of Ireland, and thence to Liverpool. These expectations, however, could not be carried out owing to a circumstance very frequent in connection with trial trips. One of the bearings got bested, and the result was that the engines were never worked up to their full extent. On the Wednesday afternoon, on account of this, no attempt was made to try the measured mile, but the steamer was kept going quietly at half-speed during the whole evening and following morning, the direction being taken along the Ayrshire coast and round Ailsa Craig. On Thursday the heating continued, and the steamer was put on the measured mile at a speed of about two and a quarter knots an hour, her engines only making, nine revolutions. This extraordinarily low rate of speed has probably never before been attained by an Atlantic steamer. It has been the general belief that the speed of is steamer could not be reduced less than half without the vessel stopping altogether, but the City of Rome's experiences on Thursday have proved this idea to be fallacious. The possibility of being able to run oceangoing steamers at a speed so very low is becoming of vital importance to steamship companies, owing to the great desirability there is of vessels under such circumstances as foggy weather being able to crawl along at a low speed without being brought to a standstill altogether. Heretofore this certainly has been difficult of accomplishment, but the introduction of 'tandem' engines, such as there are on board the City of Rome, has brought this result within the bounds of probability. This result was achieved by the City of Rome, which, beginning at such a low rate of speed was gradually worked up to 15¾ knots per hour. Owing to the heating of the bearing referred to, it was not deemed advisable at any time during the trial to work the engines more than forty-five revolutions, or only three-quarters speed. They are under ordinary circumstances capable of being worked up to fifty-eight or sixty revolutions, and when working at that rate no difficulty is entertained tither by builders or owners that a speed of 17 or even 18 knots per hour will be attained. 

The trials, in fact, gave every satisfaction to all concerned, and the behaviour of the City of Rome on the measured mile, and on her passage to Liverpool, gave every indication that she will prove herself to be the fastest, as she is  by far the largest steamer leaving the port of Liverpool. Not only did the trial give every satisfaction in regard to speed, but in regard to the general working of the engines, which were freely reversed from full speed ahead to full speed astern in the short period of five seconds. This, as everyone will see, is a fact of great advantage, seeing it will enable the course of the steamer to be altered, in case of threatened collision with the utmost promptitude. Considering that it is only a little more than three months since the City of Rome was launched the builders have exhibited extraordinary alacrity in completing her and putting in her engines. On the passage from the Clyde to Liverpool —the proposed run to the south-west cost of Ireland having been given up—these were never worked beyond three-quarter speed, nothwithstanding which  as much as sixteen knots per hour was realised, a speed somewhat greater than was attained even on the measured mile. 

Barrow Herald and Furness Advertiser, 8 October 1881.

On 8  October  1881 City of  Rome was towed  into Langton  Docks  to  load  for  her maiden  voyage  departing  on the  13th.  Up to her  sailing   for New  York she  was visited some 20,000  persons and on the final day (the  10th) for such inspection, some 10,000 attempted to board her, many  without success such was  the crush of intending visitors. 

The day before  her  departure for  New  York on 13 October 1881, City of  Rome  was shifted  from Langton Dock at noon to  an anchorage in the  Mersey  right  opposite Prince's Landing stage.  That  day, she was visited by the Countess  of Wilbraham, Lady Craven, Sir Henry  Loch, K.C.B., and Lady Loch. 

City of Rome's principal officers upon her delivery  were: Capt.  James Kennedy  (Commodore), Chief Officer M. Musker, Second Officer Job Allen, Purser Henry Bridge, Surgeon S.R. Corder, Asst. Surgeon W.A.M.  De Watteville, Chief Engineer William Campbell, and Second Engineer John Livingston. 

After at best  a disappointing and inconclusive set of  trials, City of Rome would  now  embark on a maiden  voyage even more  fraught  with  problems of machine and nature that ranks  as  one of  the most difficult  of any major liner of  the  period.  

R.M.S. City of Rome (Capt. James  Kennedy) departed Liverpool at 3:00 p.m. on 13 October 1881. "During the greater portion of Thursday forenoon, and up to the hour of sailing, the Prince's Landing-stage was crowded with people anxious to see the start of the magnificent boat on her  maiden voyage. Among those who went down to the river for that purpose were noticed the directors of several steamship companies and a great number of prominent merchants." (Liverpool Mercury, 14  October). Among the 250  saloon passengers were Mr. Ernest Inman, general manager of the company, Mr. Oswald Inman, Hon. Oliver  Ames, Mr. D. Dudley Field, and Mr. S.B.  Packard, U.S.  Consul  at Liverpool.  Two tenders accompanied her out as far as Egremont. 

Arriving at Queenstown  at 4:30 p.m. on 14  October 1881, City of Rome had  steamed  through a full  gale en route with  high head  seas and logging  25 hours  for  the  passage which normally occupied 16 or 17 hours, her black funnels  white  with  dried  salt spray.

The new and magnificent steamer City of Rome, arrived at Queenstown at 4.30, having occupied just 25 hours in the passage. She came to  anchor just  underneath Carlisle and Camden forts, and as she swung athwart the stream, she seems like a bridge connecting the two grim ramparts. The new steamer left Liverpool at 3.30 p.m. on Thursday, and encountered a storm as fierce as could well be imagined. It was not intended to work her  at full speed coming down the channel lest the bearings should become heated, but virtue became necessity in this case for to have driven the City of Rome at full speed through seething cross sea would have been running her under water. The wind was blowing fresh from the north when the steamer left Liverpool, but was increasing in violence towards might, and at two a.m. when the Irish coast was reached it was at its height, blowing a terrific gale. A heavy head sea was encountered, and the vessel began to take in a large quantity of water over the bows. It became necessary to moderate  speed, and go slowly and steadily. At one time,  indeed, such  was the fearful violence of  the sea, that  she carried  only  sufficient way  to keep her head to it. Occasionally  the waves  dashed over the bow, sending spray  over the bridge and funnels which were begrimed with salt when the vessel came into port. Passengers and others  who came down in her  state that  never was a steadier or more comfortable vessel in a seaway. She rolled but  little, and her motion seemed to be little affected by the  disturbance.  When the weather moderated, about  three  yesterday, her engines were worked at full speed, and she went very  quick through  the water.

 

Cork Examiner, 15  October 1881.

After embarking  a large  quantity  of mail and 59 additional passengers, there were a total of  238  saloon and 1,138 steerage passengers aboard.  City of  Rome's departure  for  New  York was  delayed "in consequence of some repairs which  it  was found necessary to have  effected in the  electric  machine, which got out  of order," (Cork Daily Herald, 15 October),  and she  did  not clear  Queenstown until  7:00 a.m.  on the 15th.

That City of Rome had a disappointingly slow maiden  voyage  was reflected in the New York papers as early as  24 October1881 which reported the ship overdue after being "anticipated she might arrived  at this port on Saturday [22nd], had not been  sighted up to sundown last night. "(New York Tribune, 24  October).  The same journal  reminded that drawing some  26 ft., the liner could  only cross  the  New  York  bar, past Sandy Hook, at high tide and at low  time,  there was but  21½  feet over it so  that  arriving  outside high  tide,  the ship would be obliged to anchor until tide  conditions permitted. 

Arriving at Queenstown after the most tempestuous voyage known for years, the ship held for 12 hours to make necessary preparations for her first voyage across the Atlantic. From the beginning, the voyage was a stormy one, and it continued so almost to the end. On the first night after leaving Queenstown a stop of an hour was necessitated by hot piston-- 36 hours afterward the breaking of the turning wheel compelled stoppage of 19 hours, subsequent to this mishap stops of longer or less duration were necessitated by the breaking of the steering gear, by the heating of bearings, and other causes. Upward of 25 hours were consumed this way.

Notwithstanding the fact that City of Rome  was called upon to encounter storms of an exceptionally severe character, passengers were subjected to comparatively few inconviences, These passengers consisted of 200 in the cabin and nearly 1,400 in the steerage.  Among passengers were Mr. Burley, Chairman of the company, and Mr. Ernest Inman, its general manager. The City of Rome arrived off Sundy Hook shortly after 8 o'clock, and anchored off Quarantine soon afterward. 

After two hours of careful work she was warped in beside the pier. When her stern was just even with the end of the pier her bowsprit ran far in over the stringpiece, and the Titan effigy of Augustus Cesar that, with gilt chaplet and drawn sword, forms the figurehead, looked down upon the throng assembled on the wharf. 

The Sun,  26 October 1881.

"An Ocean Monster,"  City of  Rome finally arrived at New  York at 8:00 p.m.  on 24 October  1881 after a miserably   long 9-day 17-hour crossing  from Queenstown.   Less the 42 hours detention owing to  machinery  defects, hove to for 12 hours etc.,  her  crossing time was 8  days  22 hours with  a best days run of 387  miles. The daily  runs were 240,60,  340, 318, 187, 225, 230, 290, 370, 358, 284 and 128 miles.  Making it even worse  was that  Guion Line's Arizona, which  left Queenstown 39  hours 30  mins. after the Inman liner, beat her into New York by  a  full 40 hours.   She docked at  brand  new  Pier 37, North  River,  at 11:00 a.m., with a reported 256 saloon and 1,176  steerage passengers.  Her tardy  arrival cancelled a planned public  reception and  inspection. The New York Times provided  a comprehensive report of her maiden voyage:

The new Inman steam City of Rome, the largest merchant vessel in the world, which arrived off Quarantine Monday evening, came up to her pier yesterday morning and landed her passengers. The officers state that during her  first trip this huge vessel was put to a severe test by some remarkably stormy weather, and all agree that she stood the test nobly, and will prove one of the very staunchest ships that has ever been launched. She left Liverpool at 8 p.m. on Thursday, the 13th, and steamed down the Channel in the teeth of a strong gale, which became more furious each hour. The following afternoon she dropped anchor in Queenstown Harbor, where she remained until late in the evening making preparations for her voyage across the ocean. The passengers there received accounts of the great storm which had raged the previous day and night, and which had strewn the shores of England with wrecks. Late in the evening the Rome steamed out of Queenstown, and in a few hours the Irish lights had faded out of sight. The sea was tempestuous, but the cargo, which consisted principally of 2,000 tons of pig iron stored in the bottom of the ship caused her to ride easily.

At noon next day she had made fair run from the Irish coast, and during the following 24 hours made 340 miles. On the day following it became stormy again and the passengers were obliged to spend Sunday below decks. On the 18th the gale was furious, the wind blowing with hurricane force from the south-west and the high seas rolling violently against the ship, which, while the sheets. or spray were driven over her decks, rose land fell gracefully with the deep-sea swell. At noon on the 18th the log showed but 187 miles traveled in 24 hours, owing to a stoppage made in order to remedy defect in one of the minor pieces of machinery.

All day Wednesday the storm raged and the water poured over the main deck notwithstanding the high iron bulwarks that guarded them. Waves even invaded the hurricane dock, and small quantities of water penetrated into the saloon where passengers, were endeavoring to amuse themselves. A piano broke from its position when the great vessel was tossed to one side by a mountainous but fortunately no one was injured. The emigrants were compelled to remain in their close. quarters between decks.

During the following day the Rome kept on her course, and at noon had traveled 225 miles. There was little improvement in the weather, and at noon on the 20th the log showed the day's distance to have been but 222 miles. On the following day the boisterous seas still continued, but a run of 290 miles was made.

The weather then moderated and the ocean began to lose its powerful influence over the steamer's progress. All the damage which the waves bad done was to knock off the handle of the short sword in the left hand of the huge bronze figure head representing one of the Roman Emperors. Daring the remainder of the passage the weather was much more favorable, and an average of over 350 miles a day was made. On Monday last while off the coast it was thick, and considerable time was lost in taking soundings. Several times during the passage the steamer was obliged to stop in order that some slight defect in the machinery might be remedied, these being the result of the vessel sailing before everything was in perfect running order, rather than to faulty construction.

Mr. Ernest Inman, the principal Director of the Inman Steamship Company, who was passenger, said that the Rome did not make more than three-fourths of the rate of speed which she will show under ordinary circumstances. Her average progress, when all of the machinery runs smoothly, is expected to be 17 miles an hour. The Rome will start on her return trip with a large passenger list on Saturday next. Yesterday the neighborhood of the Inman pier was crowded with spectators who gazed in wonder at the huge proportions of the steamer, for she extends the entire length of the Inman dock, and even then her jibboom reaches over the stone bulkhead beyond the pier.

New York  Times, 26 October  1881.

“I never want to see a worse hurricane than we experienced on Wednesday,” said Mr  Ernest Inman, who was one of the passengers, “and I think, under all the circumstances, the ship behaved admirably. She is as steady as a church and is so long that she seemed to reach trom sea to sea, and there was less pitching and rolling than I ever expected to see in such a heavy sea as we experienced.”  (Cork Examiner, 4 November).

With  181 saloon and 160 steerage passengers and $175,000 in specie, City  of Rome departed New York at 11:00  a.m. on 29  October 1881, "a very  large crowd  witnessed the sailing  of  the  huge  steam-ship." (New York  Times, 30 October).  She made Queenstown at 11:40 p.m. on 6 November, logging 8 days 6 hours 28 mins. from Sandy Hook to Daunt's Dock  and proceeded to Liverpool where she  arrived  the  next day, docking  at Alexandra Dock.

Although initally scheduled for a 22 December 1881 sailing from Liverpool to  New  York, City  of Rome remained at Alexandra Dock, Liverpool and two days later entered Langton Graving Dock no.1.

In 1881, City  of Rome completed one westbound and one  eastbound crossing.

City of Rome in Inman  colours.  Credit: eBay auction photo.

1882

It was reported on 3  January  1882 by the  Greenock  Advertiser  that  "after having the pitch  of her  propeller altered,"  City of  Rome "will sail on 23rd March from  Liverpool, via Queenstown, for  new York."

Winter was spent trying to put  City  of  Rome to rights.  On 27 January 1882 she  left Liverpool for a  trial  trip to  Queenstown during  which "it is unofficially  stated she  showed considerable  improvement in  speed," (Liverpool Mercury, 31  January) and returned to the Mersey on the  29th,  anchoring  off New Brighton.   

Talking of crossing the water, what has become of the famous new steamer the City of Rome? We have just heard of the marvellous performance of the Servia, which beat even the fine passage out to America of the first-named vessel, but there are all sorts of curious rumours afloat respecting the City of Rome, and even in the most probable quarters for obtaining information of a reliable character nothing seems to be known, one authority telling me that she is fitting with new steam-pipes in New York, and another confessing to having heard a rumour that she is to be returned on the contractors' hands for some as yet unpublished fault. In none of the papers is there any news respecting her.

Colonies and India, 3 February  1882.

On 22 February  1882  the date for  City  of  Rome's return to service was  changed to 6 April  from Liverpool. She returned to West Alexandra  Dock, 2 March: "has been in dock since  she made her maiden voyage to New York, when she got  a new  propellers fitted and other alterations  made  upon her. At a  speed trial a few days ago a rate, we believe,  equal  to 17 knots  was obtained. The City of  Rome  resumes  her station next month,  when no  doubt  her  performance  on the  Atlantic  will be watched  with  renewed interest."  (The Herald,1  March  1882).

On the  eve of her  sailing to New  York a fire broke out  in  the one  of  the steerage compartments on 5 April:

About two o'clock on Thursday morning a fire broke out in the steerage of the ss. City of Rome, which was then lying in the West Alexandra Dock. The fire brigade from Derby-road and from Hatton-garden, under Chief Superintendent William were soon at the conflagration, and in a short time several branches were got to play on the flames. The fire was confined to the berths in the steerage and the smoke was so dense that it was with great difficulty that it was extinguished. There was a hose running through the magnificent saloon of the steamer, and as the fire was immediately under that part of the ship, some damage, it is feared, must have been done to it. The berths in the steerage were much damaged by the fire. After the flames had been extinguished it was discovered that a man named McKeown was lying in the steerage insensible. He was immediately conveyed to the Bootle Hospital where he expired on admittance, the result of death being suffocation. It is satisfactory to find that the fire has not been serious, as the steamer will sail-to-day us already announced. 

Liverpool Albion, 8 April 1882.

THE INMAN STEAMER CITY OF ROME. This well-known steamship, the largest vessel the world with the exception the Great Eastern, sailed from Liverpool yesterday for New York upon her second voyage. The City of Rome has remained in dock all winter, having been laid up after her return from New York from her first voyage, in order that certain alterations in her internal arrangements suggested by experience at sea should effected. She left the Mersey yesterday afternoon under the command of Captain Kennedy, the Commodore of the Inman Line, and formerly commander of the Great Eastern. 

Manchester Courier, 7  April 1882.

City of Rome (Capt. James Kennedy)  sailed  from Liverpool on the  afternoon of 6 April 1882 with 110 saloon and 1,301 steerage passengers. "Since  her last voyage, the  engines and boilers of  the vessel  have  been thoroughly  overhauled, and it is expected that  she  will  attain  a very  high  rate of speed." (Liverpool Mercury, 7 April). Arriving  at  Queenstown  at 1:50  p.m. the next  day, she proceeded to New York at 5:50 p.m. where she  arrived at  11:00 p.m.on the  15th, docking the  following morning. According to The  Sun (17 April), "she  had  a  stormy  time of  it  the whole voyage,  encountering  heavy  gales from the  northest  and southwest. Since the first  trip  in October she has had her bottom cleaned, and four new boilers put  into her.  Work on these  is  not  yet finished, and will  not be  until  the next  voyage."

A reception was  held aboard City of  Rome lying at Pier  36 between 1-6:00 p.m. on 20 April 1882 which was the  first  time the ship  had  been opened  up for inspection and the  event attracted several  thousands, "among them nearly all of the  foreign consuls, the  shipping men of  the port,  and  a number  of prominent  citizens." (New  York Times, 21 April). 

Since then she has been in port in England having some alterations made in her machinery, and also in her cabins. In order to appreciate the size of this huge steam-ship, it is necessary to stand upon the officers' bridge and look aft. A long row of life-boats stretch along on either side, while the long promenade deck seems almost endless. The lower deck on each side or the houses affords room enough for carriages to drive, while from the upper decks the water seems very far below.

Two enormous anchors are lashed to the forecastle-head. An immense iron crane is placed between them and lifts these ponderous pieces of iron to and from the deck. The drawing-room is very handsomely finished in polished woods and is richly furnished. An aperture opens from here to the main saloon below. The latter resembles the dining-room of a hotel in point of size, but is elaborately fitted up.

Three long tables reach along the centre of the saloon, and on each side of these a row of small tables for families are placed. The saloon extends the entire width of the vessel and is well lighted and ventilated. It is situated for ward of the mainmast. The state-rooms are all aft of the saloon and contain electric bells and every facility for comfort. Electric lamps in heavy glass globes mounted with silver light the saloon and the passage.

The pantry, which is near the saloon, is unusually large, and with its vast array of silver plate presents a very attractive appearance. The ladies' cabin and the smoking-room are handsomely fitted up. The stoerages are roomy and well lighted, and the different rooms are not as crowded with berths as is usual on steam-ships. Steam radiators are placed at intervals to warm the steerage. 

New York Times, 21 April 1882.

The steamship City of Rome, of the Inman Line, was thrown open to visitors yesterday, and more than 6,000 persons availed themselves of the opportunity to inspect it. The main saloon was completely filled during most of the afternoon with people listening to Lander's orchestra, which furnished the musical programme. The vessel will sail on Saturday, and every state-room has been booked for some weeks.

New York Tribune,  21 April 1882.

Sailing from New  York at 11:00  a.m. on 23 April 1882 with 385 passengers, 210 in saloon,  City of  Rome  arrived at Queenstown  at 6:15 a.m.on 1 May and proceeded to Liverpool at 7:35 a.m.

Mr Johnson, professional 'modelmaker, Dumbarton, has just completed for Inman Steamship their Company a full model of the latest acquisition to fleet, the City of Rome, the order for which he was entrusted with last year, while engaged on a similar model of her great rival in dimensions and power, the Servia. 'The model is on the scale of 8-inch per foot, or halt the scale of the Servia's model this fact necessitating much nicety of workmanship, every feature, however, even down to the minutise of deck and mast fittings, being faithfully represented. The model shows the vessel to have four masts and three funnels, the mounting of which and the completeness of the rig representing much painstaking labour. The rigging is executed in silver wire of the varying and thackness.

employed in the actual. vessel, having all the necessary adjuncts, such as blocks, hoops, and dead eyes. other accurately deck fitted. erections The are admirably finished, All the deck fittings, such houses, cupolas, and as bollards, binnacles, winches, windlass, anchors, and staunchions are of brass, gilt and electro-plated, supplied by Messrs Kelso & Co., Union Street, Glasgow. The vessel carries, as in the case of the Servia, twelve small boats, which are represented on the model by toy-like articles of exceeding neatness suspended along the sides fromdavits of brass electro- plated.

The model is intended for the Liverpool offices of the Inman Company, where it will doubtless prove an ornament of which they. will feel justly proud. 

The Herald, 25  May  1882.

"The City  of Rome has  been lying in the river for  the past  three days, and has  been much  admired by  those crossing by the various ferry boats," remarked the  Liverpool Journal of Commerce on 12  May  1882, the day after  she sailed  at 4:00 p.m. for  Queenstown and New  York, "with a full complement of cabin and steerage passengers."  Embarking another  190 immigrants at Queenstown the next day, she had  no fewer than 1,510 steerage passengers aboard when clearing for New  York at 5:15 p.m.. On City of Rome's arrival at  New  York  at 6:00 a.m. the  20th, the New York Tribune (22) reported that "a few icebergs and  considerable floating  ice was  seen during the  trip." A strike by  boilermakers in New York during her turnaround prevented needed repairs being carried  out and she would have to sail  to Liverpool with only  four  boilers on line rather  than six.  

With 260 cabin passengers among the  460 aboard, lncluding P.T Barnum and J.A. Bailey, City of Rome sailed from New  York 2:00 p.m. on 27 May 1882 and got into  Queenstown at 12:40 p.m. on 4 June, proceeding  to Liverpool at 2:10 pm. and arriving there  the  next morning.   Logging 7  days  13 hours 39 mins  from Sandy  Hook to Daunt's Rock, " which is  considered quick time, although it  is  not  the fastest on record. The  trips of  the  City of  Rome since her machinery  was put  in thorough  working  order have been accomplished in considerably less than eight  days."(New  York  Times, 6 June  1882). 

If hardly of speed,  City  of  Rome managed records  when it  came to  passengers  carried and  when  she  cleared Liverpool for  New York on 15  June  1882 she  had  the largest number-- 2,000---  of emigrants, including  300  Jewish  refugees  from Russia, ever to depart the Mersey in a single vessel.  However,  on arrival  at New  York,  the number of  emigrants reported  landed at Castle Garden by  her was cited  as  being 1,400 which seems more likely given her cited capacity in steerage. Calling at Queenstown at 11:00  a.m.  on the  16th, City of Rome sailed for New York at at 5:15 p.m. where she docked on the 24th.

Part of  what the  New  York Times  called "The  Rush  for Europe," was  well  underway  when on 1 July 1882  City  of  Rome was  but one  of six  liners, the others  being Circassia (Anchor), Baltic (White  Star), Rhein (NDL), Waesland  (Red  Star) and Helvetia (National)  sailing from New  York with  some 800 saloon passengers  between them. City of Rome alone  had 263 in saloon aboard among 525 passengers  on departure at 7:00 p.m.   She got into Queenstown at 7:45 p.m. on the 9th and left for Liverpool at 9:05 p.m.,  arriving the following day.

A rare print depicting City of  Rome before  her  refitting, but  in Anchor Line colours c. August-October 1882. Credit: National Maritime Museum.

By  accident rather than design, the  8,415-ton Inman liner City  of Rome came under Anchor control in 1882. Completed at Barrow in the previous year, and a magnificent in every  other respect,  she failed dismally  in her intended  role as a record-breaker. Rather impetuously, she was  thrown back on her  builders after completing  five  round voyage between Liverpool  and New York and was subsequently  placed under  the  management of the Anchor Line, having been transferred to the ownership  of the  Barrow Steamship Company. 

North Atlantic Seaway,  Vol. 1.

Conceived by  Inman,  City of Rome was redeemed by  Anchor Line and no ship was more  transformed in essential performance  and reliability  by a change in owners whose sensible, practical and efficient  Scots  manner  characterised  the once great Clyde  based line.  

Dating as far back  as 1856 when it was founded by  a pair of Glasgow shipbrokers, brothers Nicol and Robert  Handyside, partnered with  Thomas Henderson,    Anchor like Inman, ran only screw steamers and built their first ship,  the 1,255-grt United Kingdom in 1859.  Anchor Line  was, of course,  famous for their  direct Clyde-New York service but  ran, too,  to  the St. Lawrence, Northern Ireland,  Scandinavia  and India and indeed unique  among British  trans-Atlantic  lines in  its truly global  reach at the time.  And, as it will  be recalled,  entered  into a partnership with  the Duke of Devonshire's Barrow Steamship  Co.in 1872 in connection with  his  new Barrow Shipbuilding Company.  The  results of all this was a unique  series  of definitively  English-built  liners  of  great  quality that would  up  being  chartered  to the  archly  Scottish  Anchor Line, including the 5,495-ton Furnessia  of 1881, and, of course, unexpectedly City  of  Rome a year later which  remains of the most famous and successful ships ever to fly the  Red Anchor houseflag.

City  of Rome was still too deep  draught to go into  that font of  Scottish shipping and  shipbuilding… the River Clyde… so that  Anchor would operate  her instead, perhaps with some relish, in direct  competition  with  Inman Line  on the  Liverpool-Queenstown-New York  run,  and despite the lack of suitable running  mates,  do pretty well by her, too.   From 1886-90, she  carried 33,527 westbound passengers, an average of 958 per crossing.   So it  was that City of  Rome  would  now embark  on  her  true  career under  the Red Anchor burgee.

1882

By now, it was clear, at least from Inman  Line's perspective,  that City of Rome had failed  to  meet her contract requirements, specifically  a demonstrated  deficiency in her  deadweight  capacity of  some  1,600 tons owing  to her greater  draught occasioned by her  iron construction and had she carried  the designed  full 3,800 tons of cargo, her  draught  would be so great as to  hinder  her  ability  to cross the New York bar,  even at high  tide.  Her  speed,  too,  had  been less than anticipated, and aspiring  to  field  a record  breaker,  the best Inman could  coax out  her  was 7 days 17 hours 10 mins. westbound and 7 days 15 hours 20 mins eastbound as compared  to her erstwhile  rival  Alaska of  Guion Line's  June  1882  record of 6 days 22 hours. Then, too, was her late  delivery. To have been  completed in May  1881, she was was not handed over  until September and really not ready then, either.  On 13 July  1882 Inman Line filed  a suit against Barrow Shipbuilding  for  breach of contract and claiming £140,000 in  damages.

In the Queen's Bench Division yesterday, before the Lord Chief nation and Mr. Justice Field, the case of the Inman Steamship Company, the Barrow Shipbuilding Company Mr. Webster (with whom was Mr. French) moved, on behalf of the plaintiffs, by way of appeal from an order of Mr. Justice Desman, varying an order of Master Francis, giving the defendants fourteen days in which to plead.

The action was one, he said, brought against the Barrow Shipbuilding Company for breach of contract, respecting the delivery of the steamship City of Rome, also for deficiency of 1,600 tons in the carrying capacity of the vessel. The steamer ought to have been delivered in May, 1881, though it delivery did not actually take place till the September following. The carrying capacity, it agreed, was to be 5,800 tons- namely, 3,800 tons and 1,500 tons of coal for consumption, on draft of 26 feet: but it ascertained, on the delivery of the  vessel, that its carrying capacity short of that total by 1,000 tons. In respect of that part of the case they claimed for breach of contract. They also alleged other breaches of contract in regard to the speed and fittings of the vessel, which both parties agreed must be referred.

What his clients were desirous of was that they should go down and try at Liverpool the specific issue, whether or this vessel was grossly short of the carrying she was intended to have been, and which occasioned the Inman Steamship Company the damage they alleged, As to the ship did not carry the quantity required, that entirely a question of lines, The real issue was whether or no the vessel which the Barrow Company bad chosen to build was deficient to the enormous Should the action go over until the Jannary Assizes it would mean a lose of several thousand pounds in interest to his clients, but while they desired to have the action tried as soon as possible the Inman Company were willing that the order of the Judicature Act should be carried out, and that that part of the case which necessitated scientific inquiry should be referred. The application on for the the part of the defendants had intended only for  the purpose delay, bat he to submit that the justice of the case would be met by the action being tried at Liverpool without more delay than possible, and that such a course would give the Barrow Company ample time to file their statement of defence.

Liverpool Daily  Post,  14 July 1882.

On 31 July 1882  it was  reported in the Liverpool Echo that the claim by  Inman Steamship Co.  Against  the  Barrow Shipbuilding  Co.  for £140,000 "for alleged defects in  the construction  of  the  steamer City of Rome, delay  in delivery  etc, has  been amicably settled." In essence, it  was  agreed that  the ship would be "returned"  to her builders  and Inman Line  relieved  of  their  contract with Barrow Shipbuilding in full.

Here, it is worth noting that  irrespective of the  deficiencies of City of Rome and her  late  delivery, etc., Inman Line  were doubtless relieved to  be  rid of their own contract obligations given the increasing  precarious  state  of their  finances as well as the management vacuum arising from the untimely death of  William Inman.  As  events  proved, City  of Rome long outlived Inman as an independent, British-owned company  for  the line  passed in November 1886 to American owners (International Navigation Company of Philadelphia) and flush with  new capital,  produced City  of  New York  and City  of Paris in  1888 which  proved the wonder ships that City  of  Rome was  intended to    have  been.

The Liverpool Echo was added that "on what is  said  to be good authority, that  the  steamer will change  hands and become one  of the already numerous fleet  of the  Barrow Steamship Company and be employed  with other  ships  of this  fleet are already  employed,  to the Anchor Line American services between Glasgow  and New York." The news reached  the other  side of the  Atlantic on 2 August:

A cable dispatch received from London yesterday stated that the Inman steam-ship City of Rome had been transferred to the Anchor Line. Inquiry at the offices of these two lines in this City confirmed the report, The City of Rome is the largest merchant vessel afloat. She was built by the Barrow Ship-building Company for the Inman Line, and came out to this country on her first trip last Fall. But the Inman people claimed that she did not accomplish what had been guaranteed for her.

She was then sent back to Barrow for some alterations to her machinery,  etc., and last Spring she resumed her place in the Inman fleet, But even then she did not prove as fast as her builders had guaranteed, and her freight capacity was not as large as had been promised. The Inman Company began a suit in the London courts against the Barrow Ship-building Company in consequence. The former have agreed to withdraw their suit on condition that the builders will take back the City of Rome. The latter have made arrangements with Anchor  Line  managers by which  the steam-ship is to sail  under their  flag. She  will make one of two  trips more to Liverpool for  the  Inman Line, and will then ply  between Glasgow  and this port as an Anchor Line steamer.

New   York  Times, 3 August 1882.

The  City of Rome has  not  been as  successful  as  was anticipated.  When she  was built  it  was promised that  she  should be  not  only  the largest but  also the fastest steamship on the ocean.  There is an alleged  deficiency in her  cargo  capacity  of 1,500  tons which fact, together with her  lack of speed,  has  been the reason of  a suit  against the builders in which  damages are laid at £100,000, upon a  claim of breech  of contract. She was  built  at cost of $1,000,000. It is believed that  the  Barrow Shipbuilding  Company  have  agreed to take  the  back and that  the suit  has  been withdrawn. The Duke  of  Devonshire is  the principal owner  of the shipbuilding  works and is also  a  large  owner  in the  Anchor  Line. For  this reason, it  is  believed that  the transfer  has  been made. The Inman Line will build a palatial steamship to  take the place  of the  City of  Rome.

New York  Tribune, 3  August 1882.

City of Rome was already on  her final voyage for  Inman Line. Mr. & Mrs. P.T. Barnum  were among  those sailing aboard the liner  from Liverpool on 21 July 1882 and calling at Queenstown the following  day  (2:25-4:50  p.m.) City of of Rome proceeded to  New  York, arriving  there  on  the 29th where she landed 740 immigrants  at  Castle Garden.

Leaving  New York at noon for last  time under the Inman flag on 5 August  1882 in company with Neckar  (NDL), Ethiopia and Genavon (Anchor) and Vaderland  (Red  Star), City of  Rome went out with  £15,000 in specie, and called at Queenstown 7:50-9:00 a.m. on the  14th and  arrived  at  Liverpool late that  day. 

The immense claim upon the Barrow Shipbuilding Company made by the Directors of the Inman Line of Steamers, and which claim upon the face of it bore the appearance of being altogether disproportionate to the actual or possible loss which could be occasioned by the alleged grounds on which the claim was based, has been quietly, and with a far. Righted business spirit met by a proposal which has been accepted to transfer the City of Rome to the Barrow Steamship Company, who will utilise this splendid vessel with their other steamships under the flag of the Anchor Line in connection with the passenger traffic across the Atlantic. The wisdom of a peaceable settlement like this of a dispute which promised to produce a bitterly contentious and long-protracted law-suit or arbitration, which would have entailed in it train an enormous expenditure in the shape of legal expenses, will be apparent to everybody. By consenting to this arrangement the Barrow Shipbuilding Company have left themselves in a friendly and communicative position towards their former customers, the Inman Company, and there is no reason why the next large steamer which that company will require should not be built at Barrow; and built upon terms and under conditions which the experience gained as to the right lines upon which speed can be made compatible with accommodation and carrying capacity—may result in the production of a vessel which shall be the model of a generation of what steamships must be like which are to unite rapidity and safety of transit of the public with a sufficient space and tonnage for bulk of cargo and passengers as may make them thoroughly remunerative to their owners. The policy of the Barrow Company in promoting a private amicable settlement like this instead of pushing on an embittered law case to its worst end will raise the Company in the estimation of all discreet and prudent men of business.

Barrow Herald and Furness  Advertiser, 1  August 1882.

Credit: Cork Daily Herald,  5 August 1882.

It was reported on 5 August 1882 that effective  on her departure from Liverpool on the 24th  and Queenstown the following  day  that City of Rome would be  managed by  the Anchor Line. 

Capt. R.D. Munro, master of City  of Rome under Anchor  Line.  Credit: Harper's.

Under the red anchor houseflag  for  the  first time,  City  of Rome (Capt. R.D. Munroe)  cleared the  Mersey at 6:40 p.m. on 24  August 1882 after calling  at  Queenstown at 9:50 a.m.-11:50 a.m., the  following  day,  steamed westwards for New York with 255 saloon and 801 steerage  passengers.  She arrived  at New  York at 8:00 a.m. on  3  September. 

There were  few  takers for City  of  Rome's first Anchor  Line  departure  from New  York at 3:00 p.m. on 9 September  1882 with 59 saloon and 183  steerage passengers. She arrived at Queenstown at 5:30 p.m. on the 17th and at Liverpool the  following  morning.

Beginning  her  second  voyage  for Anchor  Line, City of  Rome departed Liverpool on 28  September  1882, called at Queenstown 9-10:30a.m. on the 29th and proceeded  to  New  York, arriving  there on 7 October,  landing 177  immigrants at  Castle Garden and members of Co. Mapleson's  opera company including Mlle. Zagury and  Signor Ronconi. 

Eastbound, City of Rome cleared New York at  8:00 a.m. on 14 October 1882, having embarked  her  46 saloon and 51 steerage passengers the previous evening.  During this  era, the big liners could only  leave or enter  the Port  of New  York past the  Sandy Hook Bar at  high tide so  that  their  departure and arrivals times were totally  tide  dependent. Taking  a full 8  days 4 hours from Sandy Hook to Daunt's  Rock,  City of  Rome  arrived  at Queenstown at 5:00 p.m. on  the  21st and  got into Liverpool the following  morning. 

This would  be City of Rome's last voyage  for the season.  As reported  by the  Barrow Herald and Furness  Advertiser,  28 October  1882: "Alterations will be made in her machinery, and more space will be provided for passengers, during the winter, and she will be brought to Barrow for this purpose. where she is expected to arrive either to-morrow or Monday. In order to keep fully apace with the times, and fully to keep up to the demands of the travelling public, it is the intention of the Anchor Line to establish regular communication direct with Liverpool. In carrying out this purpose the large and first-class steamers. City of Rome (lately purchased from the Inman Line), the Furnessia, and the Devonia have been selected as the pioneer vessels for  the route. The new plan will take effect in March next."   City of  Rome left Liverpool on the  29th  for  Barrow.

The City of Rome arrived in Barrow on Monday. Leaving Liverpool about ten o'clock on Sunday morning she arrived off Piel in the afternoon, where she remained until Monday morning, when she came up the channel with the tide and was safely landed in the Ramsden Dock about one o'cleck, after which she was taken through the Buccleuch into the Devonshire Dock and moored alongside the Normandie, where she will undergo alterations. There was a considerable number of persons who watched her arrival with great interest. The City of Rome was towed by the Fleetwood steam-tug Fylde.

Blackpool  Gazette & Herald,  3  November 1882.

The City of Rome, after having completed her season's work returned to Barrow, the home of her birth, last week, and is now in the Devonshire hock. Considerable expression of opinion has been current as to the work done by the 'City,' frequently unfavourable. though the hope had been that she would eclipse in speed everything afloat. While she remains at Barrow considerable alterations will take place in her machinery, which will increase her speed; and the accommodation for passengers will also be enlarged.

Lakes  Herald, 10  November  1882.

In 1882, City  of Rome completed six westbound and six  eastbound crossings.

City of Rome in  Anchor  Line livery. Credit:  Steamship Historical Society of America. 

1883

A report  in The  Herald  (Glasgow) of 8  January 1883  stated that  Inman had  ordered a replacement  for City of  Rome from a Clyde yard and that  "The City  of  Rome, which is now at  Barrow, is  undergoing  alterations which will cost  the Barrow Shipbuilding  Company £80,000."  A ferocious  winter  gale and snowstorm  swept through  Barrow  on 26 January  1883 and pulled  City of  Rome from her  refitting berth in Devonshire Dock,  swinging her right  around and causing some damage  to her  until tugs could  get  to her. Three workmen were  serious injured when the gangway gave  way. On 17  February City  of Rome was shifted to the Buccleuch Dock to make room for the  fitting out of Yoruoba.  

The Anchor Liner  City of Rome has undergone several alterations at Barrow during the winter, which are expected to give her an increased speed. Her engine power has been greatly augmented, and it is expected she will prove one of the fastest steamers in the Atlantic service. For the sake of Barrow, we hope she will meet with the greatest possible success, and those who have been engaged on her during the past few months are sanguine she will accomplish the passage across the Atlantic in seven days. It can hardly be expected she will beat the time of the Alaska, as having only equal power with that steamship, and yet some two thousand tons more dead weight, the chances are against her. But even if the Alaska's performances are beaten by the City of Rome we are promised by Messrs. Guion and Company another greyhound, the Oregon, which is to be more speedy than either the Alaska or the  Arizona. The fight for speed will evidently be between the Anchor and the Guion lines, and it will be very interesting, not only to the Barrow public but to the world, to note during the progress of the present year what achievements are accomplished by the rival steamships. 

Barrow News, 24 April 1883.

The work  done at Barrow that winter and into spring was extensive and included the installation of  four  additional boilers,  giving her  a total of 12, with 63 furnaces, nine of  them being  double ended and the  other single.  This was increased  her indicated horsepower from 8,500  to 12,000 i.h.p. Her accommodation was expanded and re-arranged with  berths 480 First, 200 Second and  1,500 steerage.

 

She was originally built to have an indicated horse-power of 8500, but this was actually exceeded, as the result of trials after she had been launched. When first afloat she had eight boilers, with six furnaces each, making a total of 48 furnaces. During her recent overhauling and improvements in the builders' yard at Barrow the boilers have been rearranged upon lines suggested by the Anchor Company, the special object being to give increased facility of access for coal-trimming and firing-up purposes, and also to give a larger measure of ventilation to those engaged in the laborious work The steamer has now 63 furnaces, of the same size as before, contained in nine boilers of the double ended type, and three boilers of the single-ended description. The engines of the Rome have not been materially altered as to dimensions, exept that three inches have been added to the diameter of the high-pressure cylinders,so that they now stand at 46 inches diameter each. There are three low-pressure cylinders of 86 inches in diameter, as before. The stroke all is six feet, as it was originally. The valve gear has also been rearranged and considerably simplified, with-the view of giving greater facilities for overhauling and repairing. The power to be indicated in everyday working 12,000 horse power. This extraordinary engine power was considerably exceeded during the Clyde trials on the measured mile, when the whole of the elaborate machinery worked most satisfactorily, without any heating whatever. In place of the spur wheels formerly employed, the valves are now worked by means of eccentrics fixed on the crank shaft, and by a simple and ingenious arrangement of rocking lever, the weight of the high-pressure slide valve is made to balance that af the low pressure slide valves. These valves are all of the piston type.

The steamer, according tot the statement of the authorities who have made and observed these tests, reached a speed of 18½ knots an hour, aud if this rate, anything approaching it, can be maintained in the cross-ocean runs, she will perform the voyages in the quickest time on record. 

The crank shaft is made of Whitworth fluid compressed steel, and weighs about 63 tons. The whole of the alterations and the addition of the boiler power were carried out by the Barrow Steam Shipbuilding Company, the engines being designed and their erection superintended by Mr. George Rodger, engineer manager. 

Captain Meiklereid, superintendent of the Anchor fleet, devised and supervised the carrying out of improvements on the deck and in the passenger compartments.

By removal of the boats to a level with the hurricane deck, the promenade deck has been left entirely free from obstruction, and as this is about 400 ft. long and 20 ft. wide on each side of the vessel, the Rome possesses a place of promenade for passengers which is unequalled on any ship. 

The steamer was docked at Glasgow for purpose of having her bottom thoroughly cleaned, and in order that a- spare steel blade might be in. As an indication of the strongly-built nature of the  City of Rome, it may be stated that when was docked to be overhauled it was found unnecessary to have one rivet or butt touched, the whole of the hall being as firm as on the day she first launched.

Liverpool Mercury, 26 May  1883.

Credit:  Liverpool Mercury,  3 May 1883.

On 10 March 1883 Anchor Line announced the establishment of a new regular service from Liverpool to  New  York via  Queenstown,  augmenting  their  longstanding one from Glasgow.  This  would held down by  Furnessia (from Liverpool 9 May),  City  of  Rome (23rd) and Belgravia  (30th). 

THE CITY OF ROME. This splendid steamship, the chef d'oeuvre of the Barrow Shipbuilding Company, which has been lying for some mouths in the Buccleuch Dock for the purpose of having improvements made in her engines and steaming appurtenances as well as for the purpose of having her passenger fittings and decorations improved and completed, was tugged from her place in the Buccleuch Dock and taken to the Hamden Dock on Wednesday afternoon. She had been open to public view on the Friday afternoon and Saturday previous, and an inspection of her arrangements for the comfort and convenience of passengers showed that neither expense nor taste had been wanting to make those who will have to spend a week of their lives in the voyage from England to America forgetful during the journey that they are on the turbulent Atlantic. The dining room is a marvel of tasteful furnishing and decoration, capable of seating 250 passengers to dinner with all the conveniences and appliances to boot to make dining an agreeable occupation even at sea. The handsome organ, buttressed on each side with book cases containing hymn books and prayer books necessary for Divine music on the voyage is noticeable still; while the former 'Broadwood' is replaced by a splendid enamelled white and gold piano which stands at the head of the balcony in the beautiful saloon above the dining room. The lifeboats, the life belts, the means of extinguishing fires, and all the appurtenances as well meeting danger and providing safety are furnished as liberally as ever, and everything seems there for making the Atlantic Steam Ferry nothing more an agreeable holiday. The ship was delivered to the Anchor Line Company by the Barrow Shipbuilding Company on Saturday and her departure for the Clyde was determined to be on Thursday morning last, but owing to the want of some requisite at the last moment she did not leave by the morning tide as had been arranged but in the evening she was towed out of the Ramsden Dock into the Channel and piloted by two of the port tugs she passed up to Piel and out into the Irish Sea to Scotland. Some thousands of spectators witnessed her departure, and as the ship passed along the dockside many were the exclamations of wonder at her vast size yet symmetrical proportions, and cheers were given at various points of her short journey from the dock to her final turn up Channel. 

Barrow Herald and Furness  Advertiser, 5  May 1883. 

The City of Rome has left us once morn, end we all wished her good luck as she headed for Piel Roads on Thursday night. Our interest does not seem to have abated one jot, for we were as many in number and as earnest in our wonder at her bigness as we were when sheftirst steamed out of the same dock a year and a half ago. Everybody says that, with a fair amount of prosperity, she will soon make a fortune to her owners. Every berth aboard her is said to have been already secured for her first new voyage; so that there is little doubt that the Barrow Shipbuilding Company will reap all the credit for the construction of so magnificent a specimen of marine architecture, and a practical and solid return be made by them in the shape of numerous orders for similar steamships, for the production of which their vast plant and works is so well and competently fitted. 

Barrow Herald and Furness  Advertiser, 5  May 1883. 

Departing Barrow at 7:00 p.m. on  3 May 1883, City of  Rome arrived at Greenock at 4:00 p.m. the  next day. 

Becoming  the largest  commercial ship yet  to  come up the  Clyde, City of  Rome  was carefully escorted up  the  river to  Govan on 7 May 1893.  That afternoon at 3:00 p.m.  She entered the Govan Graving Dock to be fitted  with new propeller blades and painting prior  to  resuming  service.   There was scarcely a yard of space  between the caisson of  the  dock  and the  ship's  rudder. "Large numbers  of people have  during the week made strong efforts  to get  a  glimpse  of  the interior of  the  vessel, but a large majority have failed in their object, the precautions  by the owners excluding people from  even entering  the  dock, unless provided  with special tickets, but  with these restrictions the number who have seen the vessel  have  been very  numerous. " (Glasgow Evening  Citizen, 10 May). Undocked on the  evening of the  10th, she was  then put alongside Stobcross Quay, Kelvinhaugh, and made available for  public  inspection on the  following day, "a large number of visitors availed themselves of  the opportunity  of  seeing the  huge  vessel." (The  Herald, 12  May).  With  four tugs in attendance, City of Rome came down the river from Glasgow on the evening of  the 12th and anchored at the Tail of the  Bank, not far  from the new  Cunarder Aurania, "these two vessel, among the largest afloat, attracted some attention from people  on shore." (The  Herald,  14  May). 

The steamer City of Rome, which leaves the Clyde to-day for Liverpool, and which has recently undergone considerable alterations at Barrow, has made a very satisfactory trial trip, having in a series of trials averaged  a speed of 18½ nautical miles  per hour. The trials, which took place over two courses,  were of an extended character.

Liverpool Echo, 16 May  1883.

Trials on the  measured mile  in the  Clyde between Cloch and Cumbrae  lighthouses ensued on 15  May  1883 during which City of Rome recorded an average speed of 18.5 knots. She sailed from Greenock  for Liverpool on the evening of the  16th and arrived on the Mersey the following day and went onto Langton Dock. 

The third steamship for this service is the celebrated City of Rome, which  has recently undergone  extensive improvements in her machinery and boiler power, as one of the fastest of the Atlantic going steam vessels. This splendid ship, which starts Wednesday next for New York via Queenstown, will be under the command of Capt. R. D. Munro, and her appearance in the Mersey yesterday, looking as 'taut'  and ship shape as hands could make her, created quite a flutter of excitement.

Liverpool Mercury,  18 May 1883.

THE CITY OF ROME. The public interest in magnificent steamer would appear to be increasing in intensity, if we may judge from the great numbers daily paying tribute to her since her recent arrival to the Mersey. The alterations and addition, in her internal arrangements add not only to the comfort of the passengers, but to the beauty of the steamer. More particularly is this noticeable in the cast of her special staterooms, which are 12 feet by 12 feet, and are fitted up in all respects as an ordinary bedroom. the orthodox four-poster being  conspicuous feature. The same remark applies to the ladies' cabin, which is situated on the fore part of the promenade, immediately beneath the bridge, and commands a magnificent view of the forward part of the vessel. This cabin is unique and perfect in design, beautifully and artistically fitted in black and gold, amber-colored Roman satin curtains having velvet plush seats of the colour. The library, which is also an addition, is fitted on the same deck, but much further aft, and is furnished in morocco leather, with medallions of the leading literary men and poets of the country. The smoke room is amidships, on the promenade deck, and has an adjunct in the shape of an bar, fitted in all respects as those to be found in the leading American cities. The promenade deck is, however, perhaps the great feature. By raising the ship's boats some eight or ten feet promenade had been secured  which is at once imposing and forms a considerable addition to the comfort of the passengers. The vessel is fitted throughout with the electric light, and by au improvement introduced the light is exceedingly soft and steady. The City of Rome is truly magnificent specimen of marine architecture, and is the largest commercial vessel afloat, excepting, of course, the Great Eastern. whole of tier internal fittings have been redecorated, imparting a luxuriousness rarely found in even our first-class liners. The accommodation tot saloon passengers, in consequence of her enormous size, is of the most perfect description. She has just added four boilers, in addition to the eight  on board (which also have been replaced with others), giving her 3,000 extra horsepower, making in the aggregate power 13,000-horse power.  She has three separate engines distinct and complete in themselves, capable of being disconnected and worked separately at a reduced speed. The crank shafts are of steel, and constructed so as to reduce the possibility of a breakdown to a minimum. The City of Rome will prove a valuable addition to the Anchor line, and Messrs. Henderson Brothers are to be congratulated in augmenting their already magnificent fleet of steamers by so marvellous a specimen of naval architecuture. 

Liverpool Journal of  Commerce,  22  May 1883.

Considerable public attention will be attracted by the departure of the City of Rome on her first trip to America under new auspices,  and after her most successful  trial trip a weak ago when she attained the speed of 18½ knots an hour. Since the time when she was first launched, when she  failed to attain contract speed. and was neatly remitted to her builders at Barrow,   she has been entirely reconstructed internally, and has been fitted with new boilers. She can now reach the speed of the fleetest of the Atlantic liners, and it is expected that her voyages will be so rapid as to attract immediate attention end patronage to the new and enterprising company that have acquired one of the largest and most sumptuously-fitted  vessels afloat.

She sails on Wednesday next under the flag of the Anchor line, in connection with which the Furnessia, another Barrow-built steamer, as her name implies—has already sailed.

Liverpool Echo, 21 May 1883.

The new Anchor Line  service from Liverpool to New  York, via Queenstown, had  already been inaugurated  by  Furnessia which  sailed  on 9 May  1883 with 800 steerage  passengers and a good compliment in the  saloon, and the third ship  on the  run was Belgravia. 

With altered engines, increased boiler power, and improved in many important essentials, the City of Roma, the largest steam vessel sailing from the Mersey, set out on her first trans-Atlantic voyage on Wednesday evening as one of the regular service from this port under the Anchor Line flag, which has been recently established. The public interest felt in the leviathan of the Liverpool-New York steam fleet shown for several days previous to the start, crowds of visitors viewing the vessel while she lay in the Langton Dock and in the river to her voyage. Her graceful and yacht like lines were the subject of general preparatory admiration and commendation.

Liverpool Mercury, 26  May  1883.

The start of the City of Rome in her improved and rejuvenated form was made Wednesday evening under the most favourable circumstances, and as the splendid vessel glided slowly  and  gracefully down the Channel  she was observed with much interest by those on shore,and  on passing vessels friendly salutes to  the departing steamer being given by the crews of various ships. 

Liverpool Mercury, 26  May  1883.

As  she  begun  what  was a "second  chance" and  as  a  true  Anchor Line ship,  City of Rome's  283 crew (including  13 assistant  engineers, 50  firemen, 50 trimmers and 40 seamen)  was led by Capt. E.D. Munro, First  Officer Robert Morrison,  Second  Officer  Henry McMillan, Third Officer Herbert Leighton, Fourth Officer Officer Thomas Bannerman, Surgeon Edward Murphy,  Purser John Mackay and Chief  Steward John McConnell.

Credit: Liverpool  Mercury,  26 May 1883.

The tender for her saloon passengers departing Prince's  Landing  Stage at  4:00 p.m. on 23 May  1883, and  altogether  there  were 50 saloon and  900 steerage passengers  for her  first  trip, among them  Mr. A.O. Henderson,  one of  the two  owners of Anchor Line, and his two sons, and  the  other, James Henderson, went  as far  as  Queenstown.   

City of Rome (Capt. E.D. Munro) cleared the Mersey at 9:00 p.m. for  Queenstown and an opportunity  to  'show  her stuff": "As the steamer has only recently undergone extensive internal alterations, the speed attained and the working of the engines down the Channel were carefully watched. From the Tuskar to Queenstown, a distance of 91 miles, was run in 5 hours 15 minutes. The sea was perfectly smooth, and the conditions were most favourable for a test. Between Tuskar Light and a point known The Barrels she steamed a distance of ten miles in thirty minutes." (The Herald, 25 May).   City of  Rome arrived  at  Queenstown the  following  day  at 1:00 p.m. and resumed passage  for  New York at 3:30 p.m.. 

Anchored weighed,  the vessel  left  the Mersey shortly before  nine o'clock,and as  the moon shone with great brilliance  during  the  evening, the voyage to  Queenstown was of  the most  pleasant nature… The Rome was under the pilotage of Mr. John Henderson. Arriving at Queenstown about twelve o'clock noon, the run from this port to Queenstown was accomplished in about 14 hours with a head wind. all the way. Having taken on board 15 saloon and 340 Government-aided emigrants at Queenstown, the noble vessel proceeded on her voyage to New York, amid ringing cheers from the parting tender. The steadiness of the steamer, almost: perfect arrangements in every department on board, and the smooth working of the machinery were subjects of general commendation.

Liverpool Mercury, 26 May  1883.

The performances of the City of Rome will always possess a deep interest for residents in Barrow-in-Furness. Most Barrow people are proud to think that the largest transatlantic steamer afloat was produced in the yard of local builders, and that in model and finish she compares favourably with any craft erected elsewhere. Those who remember the rejoicing which took place a couple of years ago when the monster vessel glided so gracefully into the water, will also recollect the universal disappointment which was felt in the locality when it was known that in the matter of speed the  City of Rome had not realized the expectations of her builders. When she passed into the possession of the Anchor Line Company, and it was determined to make alterations on such a scale as would ensure her ultimate success everyone approved the enterprise and pluck which were exhibited, and it must now be particularly gratifying both to the owners and the public to know that the anxiety and expense of the last few months have not been in vain. 

During her trial trips a fortnight ago, the City of Rome showed signs of having made good her weak point, and it was then predicted that she would yet make a reputation not only as being the most splendid specimen of the shipbuilder's art, but also as a distinguished Atlantic racer. On the Clyde, the Rome attained an average speed of 18½ knots per hour, and during her recent run from Liverpool to Queenstown she has certainly still further gratified the desires of her Barrow friends. In our columns to-day, we give our readers some idea of the opinions expressed in the daily press of the fittings and sea-going qualities of the great Barrow-built steamer, and the tone of unqualified approval which pervades the whole of the reports affords grounds for satisfaction. We believe there is a great future in store for the City of Rome, and that she will not only fulfil the expectations of her owners and builders, but also exercise a considerable influence upon the shipbuilding of the future. The class of croakers, whoa few months ago declared that the failure of the City of Rome would render it impossible for the Barrow Shipbuilding Company to secure further important orders, will, perhaps, now that the failure has been turned into a brilliant success, be inclined to change their tune, and they will probably admit that the splendid achievements of that steamer, following, as they do, closely upon the unqualified success, of the greatest French liner, the Normandie, which was also constructed by the same firm, will be calculated to make the Barrow yard one of the most popular in the United Kingdom, and induce many owners to place their orders for new work in the hands of our local builders. 

Barrow  News, 29 May  1883.

As the large craft lay at anchor in the  North  River,  heading  up stream, against  both wind and tide, she  looked  as jaunty  as a steam yacht. A vast improvement has  been made in her appearance  since  she  was  here  last for now  only  her  foremast is  square-rigged. Her  (copper) paint line lifts  high up  at  her  stem, which, together with  her long cut-water, lightened the  appearance of her long  black bow  this  morning.  Her triple  smokestacks in line  raking  aft so  dashingly  and in  pleasing  harmony  with  her quadruple masts made her look the  clipper  of  the  seas  from stem to stern. The American ensign  flew respectfully from her fore, the  Anchor  Line designatingly  from her mizzen, the commodore's flag commandingly  from her jiggermast, and over  her  taffrail defiantly streamed out  the  blood red cross  of  St. George-- all making her  the  picture  of  naval  beauty.

Barrow News,  19 June  1883. 

Nothwithstanding headwinds over several days and a 12-hour detention off the  Newfoundland Banks owing to fog, City of Rome had a good "second" maiden voyage to  New  York, logging Daunt's Rock to Sandy  Hook in 7  days  13 hours to  arrive  at New  York on 1  June  1883. She  recorded daily runs over of  347, 394, 350, 260, 380, 396 and 405 and the New  York Times the  following day said  she made "very  good time."    "The trouble, was that the supply of steam was inadequate. Therefore we couldn't get the speed of which she is capable out of her. But in the last trip she worked beautifully, considering that we had 1,200 miles of fog so thick that you couldn't see your thumb arm's hours was length. I  believe in fair weather she'll hold her own with any vessel afloat," Capt Munro later told a reporter of The Sun (6th). 

The  Sun adding that  for her return crossing, beginning  on the  6th, 300 tickets had  already been sold. 

A reception and luncheon was held  aboard on 5 June 1883 alongside Pier 20, foot  of Leroy Street,  hosted by William Coverly of Henderson Bros.  City  of Rome's  redecorated public rooms impressed the New York Tribune (6th): The furniture and upholstery throughout are on a scale which seems almost wantonly extravagant, from the drawing room, with its heavy draperies in soft gray-greens, lightened by mirrors interspersed among the curtains, to the special bed-chambers, with  their large four-post bedstead and abundant furniture large covered  with plush in shades of salmon and gold.  The ladies' cabin is curiously pretty, both in shape and in its old-gold tapestries, while the less fascinating sex have plenty of ground for congratulation in the innovation of a complete American bar as an adjunct to the smoking-room." The  Sun noting that "among the staterooms there  are several measuring  12 by 12 feet, with large  beds instead of the regulation bunks."

There were  321 saloon, 82 second cabin and 90  steerage passengers  for City of Rome return crossing from New  York on 9 June 1883. Under pilot O'Connor, the big ship went out in that morning and encountering  fog in  the Lower  Bay, City of Rome, drawing 26 ft. 6 ins.,  went aground at 11:50 a.m. about 100 yards  from the bouys marking  Gedney's Channel,  the  fog putting her off  her  course and missing  the deep  water  channel. It was already  an hour after high tide and she was going nowwhere  until  the  evening tide.  The Anchor liner  Devonia, which sailed at the  same time for Glasgow, anchored  off her  fleetmate to  tow  her off  when the tide conditions permitted and two tugs  and  four lighters were soon on the  scene in  case it  was  needed to take off  some of  her  cargo to lighten her.  When high  tide came at  11:00  p.m. the fog was  so thick that no  attempt was made to refloat her. The following morning the  fog lifted by 10:00 a.m. and with the  assistance of the  tug E.M. Millard and  Devonia,  she came off easily at 12:05 p.m.. Undamaged, City  of Rome and Devonia proceeded to sea by  noon, 24 hours late,  passing  out  of  Sandy  Hook at 12:47  p.m.. City of Rome arrived at Queenstown at 4:00 a.m. on 18  June, doing Sandy  Hook to Daunt's Rock in the  good  time of  7 days  6  hours despite being  further  delayed  by fog  at one part  of the trip. 

Clearing the Mersey at 3:30 p.m. on 27 June 1883, City of Rome  arrived at Queenstown  the next  morning where she  embarked some 80  emigrants. Leaving the harbour  at 10:30 a.m. day  at 1:00 p.m., the liner "came to anchor  outside in Ringabella Bay, it  was  said on account of some irregularity in the  machinery. Matters were, however, set right and at five  o'clock she sailed." (Irish Times, 29 June).   Celebrating American Independence Day at sea with a  tug of war  on deck between  American and English  passengers and an evening  concert in the  saloon and "the  saloon and steerage  were both decorated with  American and  English  flags.' (New York Times, 7  July).  Despite being detained six hours by fog off the Grand  Banks, she put  in a  good crossing of  7 days  4 hours 22  mins. With  daily runs  of 340, 403, 400, 342, 410, 418 and 402 nautical miles  To reach  Sandy Hook at 7:00  p.m. on 5 July, although  in such  heavy  fog, she could not berth  until the following  morning.  She landed 499 immigrants at Castle Garden, including  30 "assisted immigrants' sponsored by the British government.  During her New  York call, the New  York Tribune (8th) explained the cause for the ship's  detention leaving Queenstown:

The steamship City of Rome, of the Anchor Line, which arrived in this city on Friday, on her last which trip to England, when off the Irish coast, found herself getting dangerously near shore. The vessel's course was changed so suddenly that the steering broke, and it was some fifteen minutes before gear the auxiliary steam gear could be put in its place. The captain felt no apprehension, however, and the steamer was soon on her way in perfect safety. Just before the City of Rome left Queenstown, on her last voyage to this port, the engineer discerned that the large wheel attached to the cylinder, which is used only when the vessel is in port and her moorings, had become loose, and a delay of four hours was made that the wheel might approaching be firmly put in place.

The  Apollo Commandery  of Knight's Templar of Chicago travelled in City of  Rome on their  European tour  and 103 of them marched  from Grand Central Station,  on arrival from Chicago,  to Pier 41 at the foot  of Leroy Street to embark on 14 July 1883. The steamer J.E. Moore was  chartered by the local  Palestine Commandery to escort City of  Rome out  of the  harbour: "Cheer, after cheer rose as the big Ship rode by the little steam-boat, and handkerchiefs were waved until the ocean-bound vessel had nearly passed from sight." (New York Times, 15 July). Going out with 404 saloon and  120 steerage passengers, City  of  Rome logged 7  days 1 hour 15 mins  from Sandy Hook to Daunt's Rock,  arriving at Queenstown   at 2:00 a.m. on the  22nd.  This,  her fastest crossing to date, recorded daily runs of 330, 385, 395,  373,  383, 396 and 395 nautical miles, "showing remarkable steady  running  of her engines," (Barrow  Herald,  24th).  She  arrived at Liverpool late that morning. 

Settling down to  her routine,  City of  Rome passed  out of  the  Mersey at  7:00 p.m. on 1 August 1883 and left  Queenstown  the next  day at 11:50 a.m. and had an exemplary passage to New York,  her  fastest to date. Passing  Sandy  Hook  at 10:35 a.m. on the  9th, she had logged 6 days 20 hours  30 mins. from Fastnet to  Fire Island or, the more  conventional time points  of,  Daunt's  Rock to Sandy Hook in 7 days  2 hours 57 mins. and with  daily runs of 406, 384, 429, 425, 408, 392 and  340 nautical miles  and accomplished against several days  of  strong to moderate westerlies as well as breaking  a  piston rod on the  8th  which reduced her speed by about two knots. 

Mersey-bound at 7:30 a.m. on 18 August 1883 with 237  saloon passengers, City of Rome was beginning to find  her speed, clocking 7 days 15 mins  Sandy  Hook-Daunt's Rock., to arrive at  Queenstown   at 12:45 p.m.  on the 25th.  She recorded daily runs of 65, 375, 394, 390, 405, 398, 389 and 392 nautical miles or an average 16.8.12 knots per  hour. This  was about 5 hours  18  mins.  off  the  record presently  held by  Guion Line's Alaska.   When  City of Rome   docked  at Langton Dock,  Liverpool, at 3:00  a.m. on the 26th, five of  her crew were  arrested on smuggling charges after 144 lbs. of  American tobacco was found hidden aboard. 

With her  best list to date, City of Rome  left Liverpool  for New York 5 September 1883 having aboard 464 First, 160  Second  and  440  steerage  or a total of 1,064. The Glasgow  Daily Mail of  the 6th reported: "We  understand this  is the largest number  of saloon passenger ever  carried by a  transatlantic liner." Among them was the returning  Knights  Templar group  from Chicago. Arriving  the  next day at Queenstown at 5:00 a.m.,  embarking  another 260 steerage passengers, City of Rome  proceeded  to New York at 11:00 a.m. and once again showed  her  speed  with a  fine passage, logging 7  days 6 hours  30 mins hours  from Roche's  Point to  Fire Island with  daily runs of 370, 416,  405, 399,  392, 423 and 390  nautical miles, arriving at New York on the 13th. 

In company again with  Devonia (bound  for Glasgow),  City of  Rome sailed from New  York  for Liverpool at 11:20 a.m. on 22  September  1883.  Making  another good run across, she came into Queenstown on the afternoon of  29th, logging 6  days 22 hours 54 mins. from Sandy Hook to the  Fastnet with daily runs  of 374, 378, 398, 410, 390, 380 and 380  nautical miles.   City of  Rome arrived  at  Liverpool  on the morning of the  30th.

Embarking  her saloon passengers by  tender from Prince's  Landing  Stage at 1:30 p.m. on 10 October 1883. Among those aboard were 50 members of Mr. Henry  Irving's  Lyceum  theatre company, including Bram Stoker,  bound  for a season of engagements throughout  the United  States that  season.  Miss  Emily  Faithful,  celebrated magazine  writer and  philanthropist, was also the 350 saloon and 600  steerage passengers aboard. After calling at Queenstown the  following  morning,  City  of Rome left  at  9:35 a.m. for  New  York  where she arrived off  Quarantine shortly after 10:00 p.m. on the 18th  after a  slow  crossing, in the face  of strong westerlies  most of the way, of 7 days 9 hours 16 mins. from Fastnet with daily runs of 430,  339, 350, 312, 410, 418 and 432 nautical miles. During  the crossing, an evening of entertainment was  put on by the Lyceum Company.  

"This line has  paid very well, they say  but it  will not  be needed during  the Winter," explained The New  York Times on 28  October 1883  in reporting that Anchor Line was terminating the  Liverpool service with the departure of Belgravia from New York on 7 November.  She would be reassigned to another  of Anchor's services whilst Furnessia  would winter on the  Glasgow  run.  

City of  Rome left New York at  5:00 p.m.  on 27  October  1883 with 309 saloon passengers on her final trip  of  the year and would  be laid  up  for  the winter at  Liverpool on arrival, resuming  the  New  York run in  the  following  spring.  She  arrived at Queenstown the morning  of  4  November, after a fair passage in heavy  weather of 7 days 9 hours 30  mins  (to  Fastnet) logging daily run of 282, 350, 373, 356, 395,  378 and  300 nautical miles. 

By the enterprise of  British  shipowners and the skill of British shipbuilders, the  time-transit length of the once  terrible  bridging  ordeal has  become more  and more  shortened, while  the  bridge  of boats, so  to  speak, became increased to  vaster dimensions and speed of movement, until the nearest conceivable proximity  to  the  solution of  the great  problem seems to be attained  by the some of the latest additions  to the great  Atlantic  highway, and notably so by the attainments of  the Anchor Liner City  of  Rome, which  during  her  season's work, beginning on 20th May and ending  4 November, 1883, or during  a period  of  five  months and  eleven days, completed  five round voyage, or ten trips-- each  trip, or Atlantic  passage,  averaging seven days four hours and twenty-five  minutes, and the difference between the longest and  shortest being only  a  few hours--  thus traversing in that  time over  thirty thousand miles in distance, and loading and discharging ten complements of cargo and passengers-- results of which,  however,  will  be best  understood by the fact  that  the tonnage  of the s.s. City  of Rome is  8415 tons, and her  passenger  accommodation-- Saloon, 480; intermediate, 200;  steerage, 1500 besides ample accommodation  for crew and officers,  the full complement of whom number  250. In other  words,  this  great ship, in her one  hundred and fifty days' work, represented in the Atlantic traffic an amount of  tonnage and passenger-room exceeding what was  carried  by the entire fleet of  American liners in two whole  years during the period which, as  a measure of comparison, had  been referred to. 

Apart  from the magnificence and commodiousness of  the  City of Rome's accommodation  in all classes, there is in her season's work  two most specially noteworthy features, namely, the uniformity under all kinds of stormy weather of her passages: the average of  ten Atlantic passages being seven days four hours twenty-five minutes, while the difference in tome between the longest and shortest  (six  days 21 hours) was only  a  few hours, or not more than what often in railways journeys  of  less an a quarter of  the  distance between Liverpool and New York. Indeed, to quote the now familiar sayings of thousands who  have crossed by her, she had  reduced the Atlantic  passage to a mere pleasure-trip, permitting just  time enough to get a good bracing whiff of pure ocean air, and realize the sublime poetry  of  ocean phenomena, without feeling the absence of the coveted conveniences, luxurious  and security  of terra  firma. 

The other notable  feature  in the  City of Rome is  one which  caused much  perplexity to her initiative  prospects, namely,  the fact that  the builders, in following up their determination to give her  the greatest possible amount  of  material strength  in support of all her other perfections of design  and construction, somewhat  overestimated the  navigable capacity of New  York's harbour approaches. In fact, City of Rome  was too big for the limited  depth of some of the New York bars, and thus, at great sacrifice, to modify  her  homeward burdens accordingly, till either the New Yorkers increased the navigable capacity of their harbour, or the  owners of the ship found a way to adapt her to  existing circumstances, and which, happily, was obtained by the diminution of  her  cargo space and a  great increase of passenger  accommodation, which  latter constitutes her pre-eminently a passenger ship, and so,  considering  her  immense passenger accommodation, limiting her running season to  the busy months of  the year.  

The City of  Rome is, therefore, now  at  her winter berth  in Birkenhead great float,  and will  resume her sailing in early spring, when even better results  are expected  than those of the most  successful season just finished.

The  popularity of  the great ship,  owing to her general superlativeness in all that is important for  the great  Atlantic passenger service, is now so  much a household  word in  England  and America as to  make further  comment superfluous, so that only  the leading point  of  general public  interest  have  been touched on, in order  to show  the triumphant results already attained in the  solving of the great problems of  bridging the Atlantic.

Glasgow Daily  Mail, 19  November 1883.

City of Rome was laid  up at East  Float,  Birkenhead. 

In 1883, City  of Rome completed five westbound and five  eastbound crossings,  each averaging 7 days 4 hours 25 mins. 

City of  Rome, Currier & Ives print. Credit: The Mariners'  Museum, Eldredge  Collection.

1884

Anchor Line announced  on 4 February  1884 that City of  Rome would resume service on her  5 April  sailing from Liverpool to New York.with additional sailings 3 May, 31 May and 28  June, etc. with a sailing every 28 days instead  of  every five  weeks as the  previous year. 

Credit: Liverpool Daily Post, 2 February 1884.

Finding a suitable running mate for City of Rome  proved a  constant and elusive  challenge for  Anchor  Line whose  existing  fleet  had no  vessels of  remotely the  same size and  quality.  On 18 February 1884 the  Liverpool Journal of Commerce reported that arrangements  had  been made to  operate  Orient Line's  Austral (1882/5,524 grt) with  City  of  Rome, an arrangement  ideal as it was during the otherwise  slow season on the Australian route. "The rapid passages made last season by  the  City of  Rome were the  occasion of much favourable comment at  the  times:  and now that the Anchor Line have secured such a splendid  consort as  the  Austral, they deserve to meet with every success in their plucky venture."

Credit: Liverpool Mercury, 20  February 1884.

Roused from her  long lay-up,  City  of  Rome was drydocked in no. 3 Graving Dock, West Float, Birkenhead, on 4  March 1884 "with  a view to receiving a thorough  overhaul previous  to entering on the season's work." (Liverpool Daily  Press, 5  March). 

On 18 March 1884 City  of Rome was shifted  to  Langton Dock, Bootle, to  begin loading for  her  first  trip to New  York on 5 April, "she is daily visited by  a large  number of  persons, and special arrangement have to be made to  prevent  a  crush of visitors on board."  (Barrow  Herald and Furness Advertiser).  On the  26th, both she  and  the  newly refitted  Austral were opened to private  inspection in Langton  Dock, the Liverpool Mercury reporting, "The City of Rome has  been completely overhauled,  and  the  upholstery and decoration of  her cabins have been renewed  and improved  at great cost." Luncheon was  served to the guests aboard  City  of  Rome, hosted by  the Henderson Bros., Anchor's  agents.  In all, some 1,000  visitors toured  both ships  from 10:00 a.m.-5:00 p.m.

City  of Rome (Capt. R.D. Munro) sailed from Liverpool  at 7:30  p.m. on 5 April 1884 with 100 First,  100 Second and 600 steerage passengers  and  after a  passage of 15 hours,  made Queenstown the  following  morning, eliciting this appreciative "write up" by the  Cork Herald:

The arrival of so perfect a model of marine architecture excited  no little interest in Queenstown, as  was evidences by the very  large  numbers of  visitors who, through the courtesy  of the local manager, Mr. B.S. Gay,  were afforded an opportunity  of  viewing and admiring  the beauties of  a  'floating palace.' As the tender  approached the great  ship everyone on board was  struck with the beauty of her outline and the grandeur  of  her dimensions. Truly, the  City  of  Rome is  in her appearance  what  she was intended to be, the fastest as well as the largest vessel in the  world, next  the  Great Eastern, which, of course, for all practical  purposes, may  be left out  of  the  question. Her very sit  on the  water suggests the  idea of speed to the most  ignorant  landsman, and on the whole she looks like a  gigantic  yacht. But if  her experior excites a pleasing emotion,  the  internal comforts  and fittings  plainly illustrate  what art  can accomplish. The short time we were  allowed remain on board this  wonderful  vessel  was not sufficient for  us  to  even  cast a pleasing  glance over half  the objects that forcibily attracted our  attention.

Cork Morning Herald, 7 April 1884.

City  of Rome arrived at New York on the evening of 14 April 1884, "owing to  remarkably  severe weather, her passage was not  as rapid  as usual, but  she  made 420 miles in one day," remarked The New York Times (16 April).  Her daily  runs  were 394, 392, 350, 160, 372, 390, 420 and 421 and on Wednesday was in a  heavy gales and the next day, a "strong cyclonic hurricane." In all, the  crossing  occupied the  best part  of  eight  days. 

The homebound  City  of  Rome  departed New  York on at 2:00 p.m.  19 April 1884 with 178 First, 48  Second and 100  steerage passengers,  193  bags of mail and $2 mn. in specie.   Despite  strong easterlies,  she  put  in  a  good  passage  of 7 days  5 hours with daily  runs of  351, 356, 368, 395, 402, 401, 402  and 190 nautical  miles  to reach  Queenstown at 11:30 p.m. on the 26th. She arrived at Liverpool on the  27th at 4:00  p.m..  

During the crossing  City of  Rome sighted the sailing vessel Theresa on 23 April 1884 in heavy  mist  which signalled she had survivors aboard from State  of Florida which  had sunk after a collision with the bark Ponoma on  the  18th in mid-Atlantic.  But losing  the  rest  of  the message in the mist, Capt. Munro kept on course without stopping and  was roundly criticised for  it when news of the tragedy reached Liverpool.  Capt.  Munro explained there was  almost no  wind  so  that  reading the signal flags  displayed  by  Theresa was very  difficult but the story did not  go away and generated considerable  attention on both sides of the Atlantic. 

Credit: New York  Tribune, 12 May 1884.

Her second voyage  of  the year  commencing from Liverpool on 3  May  1884 and after calling  at Queenstown 7:15-10:00 a.m. the  following morning,  City  of  Rome proceeded to  New  York where she  arrived on the 11th off Quarantine at 10:00 p.m. and anchored  the night, proceeding to her pier the next morning.   As instructed  by  the  agents, Capt. Munro refused  any comment on the State of Florida  incident.   City of Rome logged 7 days and a half for  the  crossing with daily  runs of 427, 410, 374, 374, 410, 415 and 399 nautical miles with  very strong  westerlies encounted  en route  including three  days  of  gale strength. 

On my arrival here I notice that myself and officers of the  City of Rome have been undergoing  severe and unjust criticism  at the hands of  the press for supposed and indifference and inhumanity of conduct on our part in ignoring signals requesting assistance on the part of ship on the23rd  day of April last, the latter said to have had on board the shipwrecked crew of the State of Florida.

I now beg to state that on the 23rd day of April last, while passing a group of six calling vessels, almost be calmed within a distance of two or three miles of each other, one of them, a full-rigged ship. was observed at distance of two to three miles displaying signals which were interpreted by me to be 'Shipwrecked, crew Sta-Tet," but I beg to say most distinctly that no urgency signal was displayed, or if displayed it not seen by nor was the name or nationality of the ship had any such signal of distress or urgency been displayed and seen by would most certainly have had attention, but a it is not an unusual occurrence for vessel to have on board a crew of some disabled ship, it is not thought necessary to tender asssistance without being asked when there is  no danger to life. As the was calm the signals were drooping and were difficult to make out: but it would have been for the vessel to have put out a boat to intercept the City of Rome if desired. 

It was  not until after our  arrival in Liverpool that hearing that a State line steamer was overdue, the Incident became connected in my mind with the indistinct signal which the above vessel had made, when I at once reported my conjecture to the proper quarter. I would most certainly be one of the last men to neglect the common duty of seaman to render assistance to any one in distress at baring on more then one occasion been indebted to others for the preservation of my own life from the perils incident to a seafaring career extending over now nearly half century. 

R.D. MUNRO, Master steamship City of Rome.

Samuel McGavin, Second Officer

James Hamilton,  Fourth Officer

The Sun, 13  May 1884.

Among those sailing in City  of  Rome  from New York at 12:30 p.m.  on 17  May 1884 was the American  cricket team bound for England to play  matches with a variety of  teams there and their supporters  "cheered them loudly  as  the steamer moved out  into  the stream," (New  York Times, 18  May 1884) as well as 80 members of the Haverley Mastodon Minstrel Troupe.  City of Rome went out with 438  First, 93 Second and 345 steerage passengers,  "the  largest number, it  is  said, that  have ever left  this port  in one vessel." (The Sun, 18  May).  Arriving  at Queenstown at  1:30 a.m. on the 25th, she had  crossed in 7 days 4 hours 45 mins. with daily runs of 376,400, 395, 386, 378, 398 and 388 nautical miles.

Westbound  once more,  City  of Rome cleared  the Mersey  on 31  May 1884 and got into  Queenstown the  following morning  at 5:20 a.m. and left there  for  New York at 10:00 a.m. with 117 First, 68 Second and 400 steerage passengers.  City of  Rome was now putting in some good  smart passages and coming into New York  at 9:50 a.m. on 8 June, she clocked 7 days 3 hours 45 mins. Despite three days  of strong winds and three foggy ones which entailed steaming at half speed  for 12  hours. She  passed two icebergs on 5 June  She recorded daily runs of 424, 392, 412, 380, 410, 430 and  350 nautical miles and had, in every way,  settled down to  a fast, if  not  record breaking, reliable and comfortable liner.  

Among the 444 saloon passengers (and 165 in steerage)  departing  New York  for Liverpool aboard  City  of Rome at noon on 14 June 1884 was  the Hon.  John W. Foster, the  United States Ambassador to Spain.  It was another fast crossing for  the ship: 7 days 2 hours 24 mins to  get her into Queenstown at 11:00 p.m. on the  22nd after daily runs of 370, 390, 400, 370,385, 390, 390 and 165  nautical miles.  She got into  Liverpool the next morning. 

City of Rome departed Liverpool  on 28 June 1884 and cleared Queenstown at 10:00 a.m. the next morning for New York.  Anchoring off  Quarantine at 11:30 p.m. on 6 July, she had done the passage in 7 days  6 hours and when she docked at Pier 41 the following morning, among those she landed  were the  12 members  of the U.S. Amateur Lacrosse Association returning from a series of matches in Britain. During her turnaround, a young  baker,  Robert  Stewart, fell into a hold and was  killed  on  the 10th. 

Bound for  home, City of Rome left New York at 10:20 a.m.  on 12 July 1884 with 546 passengers.  Putting in another capital crossing  of 7  days 3  hours 46 mins. despite "thick  weather  throughout,"  and  with  daily runs  of 420,  386, 380, 390, 398, 372, 320  and 180 nautical miles, she arrived at Queenstown at 11:45 p.m. on the 19th and  got into Liverpool  the  following  evening.   The voyage  was marred by  the  apparent suicide  of a passenger, Beale, who on the  19th, "was  observed  to mount the rail  and jump overboard. The vessel,  which, was going  full speed at the  time,  was  stopped,  and a boat lowered,  but  the  man had disappeared. For  several  days  previously  his  strange conduct  had  been commented upon by  his  fellow passengers." (Liverpool Mercury, 21 July 1884). 

City of Rome cleared the  Mersey on 25 July 1884, pausing at  Queenstown on the  26th 5:50 a.m.-10:00 a.m.,  she made for New York where she arrived at  5:12  a.m. on 3 August logging 7 days 2 hours 30  mins from  Daunt's Rock to Sandy  Hook despite two  days  of heavy head  seas and one day  under reduced revolutions owing  to  fog.  Her daily runs logged 436, 388, 376, 404, 408, 420 and 360 nautical miles.  Having  beaten Aurania  across, the  two  having  left Queenstown at  the same time, City  of Rome  was determined  to get to her  North River  pier ahead of her  as well:

The Cunard steamship Aurania made her appearance in the North River, opposite her dock, at 6:30 o'clock yesterday morning. As she came up to the pier the City of Rome was lying at the end of the Anchor Line dock. She monopolized not only the river end of the Anchor Line dock, but overlapped with her bowsprit the pier at which the Aurania intended to enter. The latter had come pulling up the river, no sign having been given to her that her dock was not open. In the meantime the City of Rome had steamed into the dock, and had taken her place in the river front in such a position that she cut off the Aurania from making fast to her pier.

It was 9 o clock before the City of Rome drew out from her pier and left room for the Aurania to come in. The latter, in the meantime, had been standing off and on in the river trying to make her dock, and the Captain was very wroth at the delay to which he had been put. It was 10 o'clock when his vessel finally made. landing. At that time a great crowd waiting to, meet her and to greet her passengers.

New York Times, 5 August 1884.

Passing  out of  New  York  Harbor on the morning of 9  August 1884 with 347  passengers, 173  bags of  mail and $350,000 in specie, City  of  Rome passed Brow  Head on the 16th at 4:50 p.m., logging 7 days 6 hours 23 mins. for the  crossing and arriving at  Queenstown later that evening.  She got to  Liverpool the  following  morning. 

A busy ship on her 25 August 1884 westbound crossing from Liverpool, City of Rome left Queenstown on 3:00 p.m. on the 26th with  440 First  and  700  Second and steerage  passengers. Getting to New York at 2:00  p.m. on the 31st, she had logged  another good  passage of 7 days 4 hours 4 mins. She brought  in a  record 646  cabin passengers to the port. On arrival, a letter of complaint was circulated to the press  addressed to Anchor Line by some 30 passengers complaining about the "incessant  use of one, and two of  the public rooms of this fine ship, for gambling purposes." The New York Tribune (3rd) reported that one of  the gamblers,  an Australian professional, who was said to have made $1,000  on the crossing.  For their part, Anchor Line said  it  had  received no such  complaint and "it was  not thought  that the  company  would do anything in the  matter."

Liverpool-bound, City of  Rome sailed from New  York  at 7:35 a.m. on 6 September  1884 with 349 passengers and  175  bags of mail. Putting in the best eastbound run of  the season, she got into Queenstown at 6:20 p.m. on the 13th, clocking 7 days 2  hours  15 mins. across and recording daily runs of 436, 376, 386, 374, 398, 376, 390 and 82 nautical miles.  Leaving for Liverpool at 7:00 p.m.,  she arrived there the following  morning. 

City  of Rome cleared the Mersey  on 20 September 1884 and Queenstown the following day  at 2:00 p.m. for New  York where she arrived at 2:15 a.m. on the 29th.  She recorded a passage of 7  days 15 hours  with  daily runs  of 339, 360, 370, 336, 368, 399, 420 and 202 nautical miles.  One arrival, Patrick McLean, "a wealthy liquor dealer," did  not  live  long enough to land, suddenly  collapsing at the  entrance to  the dining  saloon, and  dying of  suspect  heart disease. "Among the immigrants who arrived yesterday on the City of Rome, of the Anchor Line, were two Arabs, who gave their names as Dehvert Metsi and Salive Lahavert. They have neither money nor friends here, and, although able-bodied men, they would, in the opinion of the Commissioners of Emigration, be more apt to become tramps than useful citizens. They will be sent back to Liverpool on the Rome." (New York Times, 30  September). 

The eastbound City of Rome left  New York  on at 6:00 p.m. on  4  October  1884 with 409 passengers and 205 bags of mail.  Making Queenstown at 4:00 a.m. on the  12th,  she had crossed in the good time  of 7  days  1  hour 30 mins. 

New York-bound for the last time that  season,  City of  Rome departed Liverpool on 18 October 1884 and cleared Queenstown at  12:20  p.m. on the  19th,  having aboard  630 passengers.  

It  had been reported on 24 October 1884 that Anchor Line would, once  again, discontinue the  Liverpool-New  York  service  for  the winter and that Austral would not be resuming  the service, having been returned  to her  intended Orient Line Australian run. City of  Rome would,  on arrival at Liverpool, "be  withdrawn  for an overhauling." 

Leaving New York  for the  last time that year, City  of  Rome sailed  at 3:00 pm. on 1 November 1884 with 349 passengers and 206 bags  of  mail.   "Considerable excitement prevailed on board the steamship City of Rome, which arrived at Queenstown on Sunday morning from New York. Over 100 passengers assembled on the promenade deck, and shouted eagerly, as the steam tender approached, "Who's elected President ?" It was afterwards stated that 2,500 dollars had changed hands over the election." (Barrow Herald and Furness Advertiser, 15 November).  The winner being Democrat Grover Cleveland. Arriving at  Queenstown on the 9th  at 10:30 a.m., City of Rome logged 7  days 9 hours for  the crossing  and departed  for Liverpool at 11:35 a.m..

THE STEAMER CITY OF ROME. This fine vessel arrived in Liverpool on Monday morning from New York, having completed her season's work, and she will now be laid up until spring, when she will again resume her sailings between Liverpool and New York. Last year the City of Rome was dispatched from Liverpool every five weeks, but, in order to take full advantage of her great speed, and with the view of getting much work possible out of her during the passenger season, it was arranged that during the present year she should dispatched from Liverpool and New York respectively every days, which necessarily involved her leaving either end every 14 days. was considered that this time would suffice for making the passage across the Atlantic and for discharging and loading the vessel in port. Early in March the programme for the season was advertised, which included eight round voyages to New York, the first departure from Liverpool being on the 5th April, and the last being the 18th October. This programme has been strictly carried out, the vessel leaving each port on the dates originally fixed without the slightest hitch or jar. She has thus, since the 5th April, traversed 48,500 miles, and considering that about one half the time has been spent in port, this amount work has probably never before been performed by any steamer afloat.

Fife  Free Press,  15 November 1884.

In 1884,  City  of Rome completed eight westbound and eight  eastbound crossings.

City  of Rome in the Mersey.  Credit: The  Graphic.

1885

City of Rome, as the previous winter, was laid  up  at East Float, Birkenhead.

Anchor's  search for  a suitable running  mate for City  of  Rome expanded  beyond  their own sphere and in February  1885  with astonishingly  little  publicity, printed  joint  sailing lists with National Line's America (1883/5,538 grt) which rivalled City  of Rome as the finest  looking  liner  ever  to cross  the North  Atlantic and  made a record breaking westbound crossing  of 6 days 11 hours in May-June 1884.  Like City of Rome, however,  she was  flawed by the  lack of running  mate, made her a pretty but  unwanted orphan and, as such, a  perfect  match  for City  of  Rome.  

Credit: Liverpool Mercury, 5 February 1885.

So, beginning with City  of Rome from Liverpool  on 25 March 1885  and America  8  April, the  two  would share a joint  Anchor-National  Express Service  every alternate Wednesdays.  Only City  of  Rome accommodated  Intermediate  or Second Class and return tickets were issued for either  vessel. 

Amid war  scares with Russia after  its  invasion of Afghanistan, there was a flurry  of rumours  that City  of  Rome  had been "secured  by the  Russian Government" for as  use  as  armed merchant  cruiser whilst Cunard's  Oregon was  indeed requisitioned  in  the same role by the  British. 

THE ANCHOR STEAMER CITY OF ROME. This splendid steamer made her first departure for season on Wednesday evening with over 800 passengers and a large cargo. During the season she has received a thorough overhaul from stem to stern, and bids fair to surpass even present great reputation. The appearance of noble vessel as she steamed down the river subject of general remark and admiration. By arrangement with the National Line, the America will  run in connection with the City  of Rome, thereby forming a fortnightly joint express service between Liverpool and New York.

Liverpool Mercury, 27  March 1885.

Still  under British colours and inaugurating the  new Anchor-National Express  Service, City  of  Rome departed Liverpool on 25  March  1885 with  100 First Class and 620 Second Class and steerage  passengers.  On clearing Queenstown at 1:00 p.m. on the 26th City of  Rome  had 165 saloon and 587 steerage passengers. She arrived at New York on 3  April, anchoring off Quarantine at 10:20  a.m. and  getting to her pier at 1:00 p.m. "The outward run  was made in  7 days 12 hours, though very  tempestuous weather throughout  the  voyage, and it  will  be thus be seen that  this fine steamer fully  maintains  her  reputation for speed and seaworthiness." (Liverpool  Echo,  16th)

City of  Rome cleared New  York  at  1:00 p.m.  On 8 April 1885 with  210  passengers and 181 bags of mail.  Whilst she was steaming eastwards, the Liverpool Echo on  the  14th reported: "The City  of  Rome is  due  at  Liverpool  from New  York  on Thursday next. She has  been before  the Government for  a few weeks past, and it  is thought  probable  that  she  may  be  bespoke  for transport and armed merchant  cruiser service  when she arrives." Putting in another  capital  passage, City of  Rome arrived at Queenstown at 11:00 p.m. on  the 15th, and making  Daunt's  Rock  just 7 days  1  hour 28 mins. from Sandy  Hook. She resumed  passage to Liverpool at 12:40 a.m. where  she arrived  midday.  In an era  when passengers actually did such things, 40 of those aboard for this trip penned  a testimonial to the officers  and  crew  of City  of Rome:

We, the passengers to Liverpool by the steamship City of Rome, desire before landing to record our high sense of satisfaction at the circumstamces of our trip. To Captain Munro especially as well as to  his efficient  officers we tender cordial thanks, Our captain's unremitting care for the safety and well-being of his ship have not prevented him from winning the personal goodwill of his passengers. For the good of all travellers between New York and Liverpool, we desire also to record the exceptional merits of this magnificent vessel. The unavoidable of ocean travel have been reduced for us to a minimum through the unequalled comfort and luxury of all her appointments.

Liverpool Daily Post, 18 April 1885.

As events turned out, City of  Rome was not called to colours but her  erstwhile running mate, America, was and despite the Admiralty paying the charter  rate  and an extraordinary £36,000  to convert her  into an armed  merchant, she never left  the Mersey  and by the time the Russian war  scare  had passed, so  had  the 1885 trans-Atlantic season.  Thus, City of Rome was on her own throughout.

There was good business to be  done  on her 22 April 1885 westbound crossing beginning  from Liverpool and  on departure  from Queenstown at  10:45 a.m..  The next morning, City of Rome  had 1,002 names on her passenger list whom she afforded a good  crossing despite four days  of strong north winds and head  seas, logging 7 days 6 hours 24 mins and daily runs of  407, 380, 400,  382, 410, 416 and 429  nautical miles, getting  into New York  at 11:00 a.m. on 1 May.  

Taking leave  of  New  York on 6  May  1885,  City of  Rome cast-off at  10:00 a.m. for Queenstown and Liverpool with 525 passengers and  362 bags  of mail.   Crossing from  Sandy Hook to Roche's Point in 7 days 6 hours 24 mins. against heavy winds, including  three days  of full gales, she recorded daily runs  of 407, 380, 405, 382, 410, 416 and  429  nautical miles.  Making  Queenstown at 11:00 a.m. on  14th, City of Rome  left for Liverpool at noon and  arrived there  the next  day. One  death, Mr. Thomas Hatcher, a saloon passenger, was  recorded at 1:00  a.m. on the 14th, who  died from  kidney  disease. 

Departing Liverpool on 20 May 1885, City of Rome had 77  First, 87 Second and 655 steerage passengers aboard by the  time she cleared Queenstown the next day  at 10:00 a.m. and arrived at New York on the 28th. It was proved a tragic and controversial crossing. The pressure to make up  time and put  in fast passages was irresistable and despite the time of year, Inman's City  of Berlin and Anchor's  City of Rome both  took the  faster northern track as they approached the Grand Bank on the 26th.  City of Berlin hit  an iceberg,  the force deflected by  her stout bowsprit and going slow  in  dense fog whilst  City of  Rome which had been earlier  delayed picking her way through 58 bergs, picked up speed that afternoon to make up time and with deadly  results  as coursed straight into the crack French fishing  bark  George-Anne:

Credit: The Sun, 29 May 1885.

At 4 o'clock on Monday afternoon the last of 34,000 codfish was salted away in the hold, and the sailors were sitting around on the deck. cleaning and baiting with fresh herring the hooks of which each man had many to look after. Big icebergs  had been parading by all day and had left behind them cold fog so thick that a codfish might almost have travelled around in it and the men could barely see each other ay they worked. By and by the fog was broken by a sound like the buzzing of a monstrous bumblebee under a glass. The sound came from the for horn of the big steamship City of Rome, which had spent the morning picking its way among fifty-eight icebergs, and was now cutting through the fog to make up for lost time and to do honor to her record. 

The fishermen recognized the sound and dropped their fishing hooks in minute. One of them jumped for a big bull bell forward and rang it, while the rest strained they eyes through the fog and yelled with all their lungs. They might as well have cried out from under a heap of feather beds; the thick fog choked their voices and deadened the sound of the bell as though it had been wrapped in a blanket. After a few seconds the fog horn ceased to be heard, and the men, thinking the danger had shot past them. went back to their work, leaving one man ringing the boll on general principles. The next thing they board was a yell from the little cabin boy who stood furthest aft. Something big and black loomed up over the stern, cut off a slice of about one-third of their bark, and rushed passed.

Some of the men went with the slice that was cut off; the others felt their boat dive down stern foremost. and found themselves struggling in the water. Nearly all wore heavy boots and oilskin clothes, and were sucked down with their bark. Albert Hubert, who was ringing the bell. felt the bow of the vessel spring up into the air, And was shot about twenty foot off her out of the reach of the whirlpool. He found himself close to Aiphonse Fiant, who bad kicked off his heavy boots and trousers, and. being a powerful swimmer, had escaped from the whirl. and was striking out in his woollen drawers. The Captain and another sailor wore also visible for an instant, but the water in the wake of the icebergs was freezing cold,  and not many men could struggle in it long. Those who had struggled to the surface sank one by one, and Hubert and Fiant were swimming alone together. They knew too much to clutch each other, and paddled around side by side looking for something to grab and saving their breath to strengthen their lungs. They could find nothing to catch hold of, and after freezing for five minutes were just about ready to sink, when they heard the splash of oars, and each was grabbed and yanked up into a rowboat. They wore condoled with in language which they could not understand, wrapped up in warm blankets, and five minutes afterwards were sitting in the cabin of the City of  Rome, with a hundred passengers dosing them good whiskey and bad French.

The Captain of the steamer had forgotten all about the necessity of getting to New York, and kept the boats bunting around among the floating barrels and spars until all hope of finding any one was past. Then the boats were hoisted, and the City of Rome started tor Now York. 

The compassionate passengers, after having gratified the passion for resolutions by drawing up a set thanking the Captain and crew, set to work among themselves and dressed the two fishermen out in a style such as they had never dreamed of. Whenever they appeared on deck they were loaded with oranges by the young, or fed on warm things by old ladies who were bound to make invalids of them, and the rounds set up by the men in the smoking room were numberless. Besides this, Capt. Munro started a subscription, and when the men get back to Havre they will find a thousand francs to draw on in the bank. They will be kept aboard the steamship as long as she is in port, and go back to Europe in her or sail direct to Havre in a French vessel at the expense of company.

The  Sun,  29 May 1885.

Capt. R.D. Munro, of  the City  of  Rome, was  too much broken up by  the remembrance of  the  scene to give  much more  than a brief statement. The steamer left  Liverpool on May  20 and sailed  from Queenstown the following  day. There were on board 821 passengers. The  weather was fine until Monday,  when after  a bright  morning a dense fog  came on. It was so thick that  from the bow  of  the boat it  was  difficult  to see  100  feet ahead. Occasionally,  however, the fog would lift.  A great  many icebergs were passed. Some were big and loomed up white and ghostly  in the fog, but  the majority  were  small. The  sea seemed full of bergs. Between 10  a.m.  and 4 p.m., fifty-eight  were counted, large and  small. The  captain asserts that the  vessel's pace  was  slackened to  half speed, and fully realizing the danger, every  precaution was  taken. Bells were rung  and  whistles sounded continuously.

At 4:30, when the fog was thickest, the men forward  saw the spars and masts of a bark  appear iin the mist  barely twenty  feet  away.  It was too late to stop the  City of  Rome. The signals to  reverse  her  engines were  given, but she  struck  the little  bark and her  iron bow  cut through  the George Jeanne with  as little resistance as if she had been a piece of cheese. The  bark was  struck about ten feet forward of the  stern on the  starboardside. She swung  around and went down by  the  side of the  steamer within one minute. The people on the  City of  Rome saw  a few barefooted Frenchmen in  blue  fishermen's blouses rushing  frantically  forward on the  bark. The murky air  was filled with  their alfrighted cries, the  shill exclamations of horror from the  deck of the  steamer, and the hoarse sounding of the steamer's foghorn, and then the bark went out  of sight. A  few spars floated on the  sea and four men could  be  seen struggling in the  water. Life buoys were  thrown  to them and as  soon as possible the steamer was stopped and backed to where the  bark had  been and two  boats lowered.

By this time one of the four fishermen had sunk, two were clinging to buoys and a third floated alongside the steamer, supporting  himself by  a  spare. A  saloon passenger cried out:

'I  will give 100 to  anyone who will save  that life.'

The two boats were pulling for the  men with the  buoys. The man on the  spar doubled up as though chilled by the icy water. Several sailors were prepared to jump  over the side, but they  were prevented by  Fourth  Officer Arthur C. Turner, who rigged a rope around  his body and taking  another  rope had himself  lowered to  the man. Turner succeeded in  getting a loop  around the Frenchman's  arm and neck. Strong arms pulled him halfway  up the side of  the  boat when the loop slipped over  his  head and he fell back into the water and sank out  of sight. This man, who came so near to being  saved, was the captain of George Jeanne, Joseph Blondin. Meantime, Albert and Marie were picked  up by  the  boats.

New York Tribune, 29 May  1885.

Credit: Franklin Repository Daily, 30  May 1885.

In all, 22 of  the bark's crew, including a  12-year-old cabin boy, went down with  her.  Whilst Capt. Munro said "every  precaution had  been taken to  prevent such an occurrence, and his  assertion is  supported by  the passengers," (Sun,  29th), the  incident, together  with  that  of  City  of  Berlin, aroused  considerable criticism in the  press  regarding  the brazen efforts on the part  of  "ocean greyhounds" to keep their schedules  in defiance  of risk:

A few days ago the City of Berlin ran against an iceberg while moving through a dense fog on the Banks of Newfoundland, and was saved from destruction by her overhanging bow and heavy bowsprit. Last Monday the City of Rome, while moving at the rate of at least nine knots an hour through a dense fog in the same region, passed no less than 58 icebergs, and in the afternoon of that day ran down and sent to the bottom a French bark with 22 of her crew. The fog is said to have been impenetrable. It is fortunate for the City of Rome's passengers that the bark was not an iceberg. In that case they might not have reached this city.

And it is very unfortunate for the poor fishermen that great steamers will run even at half speed through a fog on the fishing banks. The steamer could not avoid running down the bark, which lay at anchor. If one of those 58 icebergs had been in the bark's place she could not have avoided a collision with it. The steamer ought to have been in lower latitude, following the safe route laid down by the May charts. Then her passengers would not have been in danger, and there would not be so many widows and orphans in Granville.

New York  Times, 29 May 1885.

With 644 passengers and 502 bags of mail,  City of Rome sailed from New  York at 11:00  a.m. on  3  June  1885.  Passing Browhead at 7:35 p.m. on the 10th, she  left  Queenstown at 12:30 a.m. for  Liverpool, arriving later  that  morning of  the  11th. 

The westbound City  of  Rome passed  out of the Mersey  on 17  June 1885, having embarked her  passengers off  the  Landing Stage at noon.  Getting into  Queenstown at 4:15 a.m. the  following  morning, she commenced her passage  to  New York at 9:30 a.m. where she arrived on the 25th.

Famous  cartoonist  Thomas Nast was among the 300 First, 100 Second and 300 steerage passengers sailing from New York  at 10:00 a.m. on 1 July.  Crossing in 7 days  1 hour 40 mins. One of her best trips to date (daily runs  of 405, 374, 380, 370, 370, 380, 382 and 384 nautical miles), City of  Rome made Queenstown at 8:35 p.m. on the 8th where she landed 150 passengers and 285 bags of mail before sailing at 9:20 p.m. for Liverpool where  she  arrived the following  morning. 

City  of Rome was again New  York-bound on 15 July 1885 from Liverpool and Queenstown the next morning with 650 passengers.  Making another excellent passage of 7 days 1 hour 55 mins., she got into New York at 5:20 a.m. on the 23rd and when news was received  off Quarantine  of  the death  of former President  U.S.  Grant,  Capt.  Munro ordered her  colours lowered to  half-mast as she  came up the North River  to her pier. 

With 440 passengers and 438  bags  of mail, City  of  Rome left New York at 8:36 a.m. on 29 July 1885.  Crossing in 6  days  22 hours 3 mins.,  she arrived at Queenstown  at 4:10 p.m. on 5 August, landing 95 passengers and the Irish mails and carried  on to Liverpool at 4:40 p.m., arriving  at Liverpool the next morning. 

From Liverpool on 12  August  and Queenstown on the 13th, City  of  Rome had 390 saloon and 550  steerage upon departure  at 9:45 a.m. and made New  York  at 5:00 a.m. on  the 20th  after an exemplary passage of 6 days  21 hours 50 mins. That  season a new system had  been used  for  arriving liners  to land  their  cabin passengers at Quarantine by tenders to the Barge  Office,  at  the Battery, instead of proceeding up river and  disembarking  at  the piers.  The  New York  Times reported on the  advantages  of the  new system with  the example of  City  of  Rome's arrival  the  previous  day:

The experience of the cabin passengers of the mammoth steamship City of Rome, which arrived yesterday from Liverpool, gave the advocates of the Barge Office as   a landing place for ocean travelers a good opportunity for. showing the marked superiority of the place over the old system of landing at the piers, to which most of the lines either have or are about returning. The steamer arrived at quarantine early in the morning and lay there until when the Starin tugs came alongside, In 16 minutes, or at 8:40, the passengers from the first and second cabins, 420 in number, were taken on board and were landed at the Barge Office stage at 9:25. The tug with the baggage. arrived about half an hour later.

The examination of the passengers and inspection of the baggage was 50 rapidly completed that by 11 o'clock every one of the 420 travelers had left the building, save a few from the second cabin, who were going to Western points by the evening trains, and chose to wait at the Barge Office rather than incur hotel expenses or drag along through the afternoon hours at the railway stations. By 1 o'clock the expressmen had removed ail the trunks, some 1.500 in number. except the few belonging to the few waiting passengers referred to.

New York Times, 21 August 1885.

City of Rome cleared New York at 7:40  a.m.  on 26 August 1885, her 319 passengers having  embarked  the previous evening, for Queenstown and  Liverpool.  A  ship  that really finding her  speed, she  got into Queenstown at 1:00 p.m. on 2 September,  logging 6 days 22  hours  from Sandy Hook to  Daunt's Rock.  Proceeding to Liverpool at 1:50 p.m., she  arrived  the  following  morning. 

With a good list  of  of  349 First, 255  Second and 456 Steerage passengers  aboard  on departure  from Queenstown  at 1:29 p.m.  on 10 September  1885 (from Liverpool the previous  day),  City of Rome arrived at New  York at 7:20 a.m. on the 19th.

This particular voyage was documented  in  considerable  and  unusual detail  by a passenger, T. Tonge, "A  Cheshire Man," and published in  many  British  newspapers of which the  following  excerpts are quoted below:

Credit: Stockport  Advertiser, 20  November 1885.

A trip from Europe to America and vice versa is one which is now made by hundreds every week, but as there are very large numbers of persons on both sides who have never crossed the Atlantic, a brief description of the writer's recent experience may proveinteresting to someat least of your readers. Wednesday afternoon, the ninth of September, found landing stage. Liverpool, embarking on a tender, which was to convey us to the Anchor Liner City of Rome, easily distinguishable as she lay in the middle of the river by her four masts, three black funnels, and immense length. Arriving beneath her towering sides we gained access from the bridge of the tender to the main deck of the liner by means of a gangway at a steep angle, and proceeded to establish ourselves and our smallest belongings in the square box dignified by the name of state room," containing berths, a sofa, a wash stand, electric light and eectric bell pull, with sundry racks and places of deposit. Tender after tender continued to arrive, some laden with passengers and others with all the miscellaneous articles known as 'baggage,' comprising every imaginable variety of trunk and chest, and still everything disappeared in the yawning gulf known as ' the hold.' The weather was foggy and raw, with an attempt at cold rain, English in fact; and the passengers (many of whom had arrived from the remotest parts of England) were glad abandon the deck on the departure of the various tenders laden with friends, and retire to their respective quarters below.

Then the huge anchor was weighed by means of steam power, and the City of Rome slowly steamed in the darkness down the Mersey, passing ships innumerable, their presence only revealed by the warning red, green and white lights; the lighthouse at New Brighton, the successive light ships, and then out on the open sea. Still, hour after hour we lingered on deck to watch the well-remembered lights of Point Lynas, North Stack, South Stack, Carnarvon Bay and Bardsey Island, the last glimpse of Britain, after which we, too, retired to the shelf, known as 'upper berth,' and when we again came on deck the City of Rome was running along the south coast of Ireland, with its green fields and picturesque bays, white -washed houses and coast guard stations, until we arrived abreast the entrance to Queenstown Harbour with its flanking forts, and as the sea was calm we anchored outside to await the tender and its fresh contingent of passengers and baggage. We were soon surrounded, by small boats from which came on board of Irish peasants and women peddling fruit, lace, bog oak, ornaments, etc., with great success. The last trunk being taken on board and the last enterprising fruit vendor having slid down a rope into her boat, the mighty engines once more commenced work, the vessel's prow was turned seaward, and a few hours sufficed to leave the Fastnet Rock behind, the last vestige of Ireland, and we were indeed on the rolling Atlantic.

And now a few words about the City of Rome, the largest steam vessel sailing from the Mersey, and, with the exception of the Great Eastern, the largest steamer which has ever been launched. The Great Eastern is 680 feet long, with 83 feet breadth of beam, and 60 feet depth of hold; while the City of Rome is 586 feet long, 52 feet 3 inches broad, and 37 feet in depth, her tonnage being about 8500 registered. She has sixty-three furnaces, containing nine boilers of the double-ended type, and three boilers of the single-ended description. The high-pressure cylinders are 46 inches in diameter, while the three low-pressure cylinders are 86 inches in diameter, the stroke of all being six feet. The indicated power of these splendid specimens of marine engineering is 12,000 horse.

The crank shaft is made of Whitworth fluid-compressed steel, and weighs about 63 tons. The engines run at a speed of 60 revolutions a minute, and so smoothly that, in many parts of the vessel, no vibration can be perceived. The arrangements for accommodation of intermediate and steerage passengers are said to be equal, if not superior, to any other vessel, all modern improvements having been adopted; but it is in the saloon department that the City of Rome excels nearly all her compeers. With state rooms for nearly 400 saloon passengers, there are also a grand dining saloon 72 feet long and 52 feet wide, and two private state rooms, while on deck is an elegant smoke room, containing refreshment bar; cozy reading room, containing extengive and well selected library, and a music room or ladies' drawing room, the sides of which are divided into bays by fluted Ionic columns, ivory white (enamelled )relieved with gold, being the prevailing colour. The piano, one of Broadwood's oblique uprights, stands in an alcove facing the entrance.

The ladies' private cabin on the promenade deck is a model of luxury and chaste ornamentaticn, furnished in black and gold, with amber satin curtains banded with stripes of silk plush of gold colour. The reading-room windows contain : medallions of well authors. The promenade deck is about 400 feet long and 20 feet wide on each side of the deck houses. The following will show the number of souls on board:

Sailing department 52 

Engineer's department 121 

Steward's department 101 

Crew 274 

Saloon passengers 349

Intermediate passengers 255

Steerage passengers 456 

Passengers 1060

Total 1334 

An Atlantic steamer is indeed the best possible place the study of human nature. Representing and from every country in Europe, every State in America, and in fact every quarter of the globe, hundred people are cooped up for a week in the comparatively small space of even the largest steamer, in such close proximity the natural peculiarities each are certain to be shown.  Our boat  had the usual proportion of vapid men and insipid women, but there were also swarms good specimens of the American people returning European tours, and full of the interesting places had visited; Englishmen, some returning to the their adopted home, others coming out for the time: and canny Scotchmen ditto, mostly in the goods business. One old Scot, a little wiry, dried-up man of 75, hailing from Texas, had been visiting Scotland after an absence in America of fifty-three  He had visited the store where he was born in Edinburgh, and told us that 'it appeared kind o' shrunk.' Then there were Irish, Swedes, Germane, French, and Italians; in fact a very Babel of people tongues. The professions were well represented, too--medical, legal, but especially clerical.

Soon after leaving the Fastnet Light, we encountered a somewhat severe gale, sufficient to carry desolation among the passengers, resulting in very many vacant seats at, meal times. Considering the extreme length of the City of Rome, it spoke much of the strength of the waves that she pitched so much, and it was very interesting to stand near the stern see the stern alternately rise and fall. We should scarcely like to estimate how many feet for fear we should be open to the charge of exaggeration. There were not many, however, inclined to study from such a coign of vantage the pitch. The rolling was equally manifest and equally objectionable to the sufferers.

For two days the vessel was run at reduced speed to lessen the force of the seas which struck her; yet, despite the fact that the spray made a clean sweep over the promenade and hurricane decks, passengers with greenish faces managed with assistance to get on deck, and there in the most sheltered positions lay in steamer chairs, well wrapped up in rugs, dependent for what little food they could take on the kindly attention of the ubiquitous deck steward. The following is an average specimen of the bill of fare on the City of Rome, and sick indeed must be the individual who could not find something palatable in it:

SOUP: Tomato, Printaniere. 

FISH: Boiled Cod and Creme Sauce. 

ROAST: Sirloin of Beef and Yorkshire Pudding, Pork and Apple Sauce, Mutton and Currant Jelly, Grouse and Bread Sauce. 

BOILED: Spiced Beef and Turnips, Corned Ox Tougue, Baked Cumberland Ham. 

ENTREES: Ox Palates a la Reforme, Scollops of Hare with Port Wine Sauce, Curried Veal, Calf's Head a la Tartare.

VEGETABLES: Carrots a la Maitre d'Hotel, Baked, Boiled and Mashed Potatoes, Cabbages, Broad Beans. 

DESSERT: Fruit Tarts, Baked Apple Custard, Sago Pudding. Plum Pudding and Brandy Sauce, Compote of Peaches, Albert Cakes, Eccles Cakes.

 FRUIT: Cheese, Coffee.

Breakfast occurred about 8:30, lunch at 12:30, dinner at 5, and supper about 10. It will give an idea of the catering necessary on board these large liners when it | is stated that on the City of Rome there were consumed daily nearly 1500 pint bottles of beer, to say nothing of porter and spirits, 2000 lbs. of flesh meat, over 100 fowls, and over 1000 eggs. The interval between meals was spent by many in promenading or lying in steamer chairs on deck, others occupied the reading room, while one special lot monopolised the smoke room and its tables with euchre, poker and similar games, considerable sums changing hands. The evenings usually found the music room filled with an appreciative audience listening to the entertainment by the musical talent on board, including Mr Frederick Salamon and other professional musicians.

On only one occasion was this arrangement broken into, when the Wesleyan minister with a few friends arrived, and announced that he had engaged the room from the purser for the purpose of delivering an 'Oration on General Grant.' This was an infliction not to be borne, and the audience stampeded, leaving his reverence and private friends in possession of the field. The Sunday at sea was spent somewhat differently. The Romish Bishop and his confreres celebrated mass in the steerage for the benefit of the Irish emigrants, while the Presbyterian, as the oldest Protestant minister, was invited to conduct divine service in the saloon. With the gale blowing, and its corresponding result on the motion of the ship, a deeper impression was given and a better realisation was obtained than on shore, of the beautiful words of the 107th Psalm, read in a clear and distinct voice by the minister: "They that go down to the sea in ships, that do business in great waters: these see the works of the Lord and His wonders in the deep, for He commandeth, and raiseth the stormy wind, which lifteth up the waves thereof. They mount up to the heaven, they go down again to the depths, their soul is melted because of trouble." His address was, as is too often the case on shipboard, too sectarian for the mixed company assembled, and it would seem as if some ministers are unable to rise above their label.

It was arranged during the afternoon that there should be an organ recital in the evening by Mr Frederick Salamon, but a few minutes before the appointed time the Wesleyan minister and some of his friends hurriedly took possession of the music room, distributed hymn books, and sang popular hymn tunes to slow time during the rest of the evening. Some of the tunes were pitched rather too high, with the result that ouly a few voices survived through the trying places, while the others " caught on" when they came down again. It was very lugubrious..

The time lost during the gale induced the captain to run for Cape Race with the hope of signalling so that our arrival might be telegraphed to New York to allay the fears of anxious friends, but in the vicinity of Cape Race we were enveloped in a fog 80 dense that we could not see half the length of the ship, the fog horn was kept in full employment, and without any chance of signalling for New York. Off Fire Island we took a pilot on board, and early on Friday morning we arrived at Sandy Hook too late to cross the bar. Hour after hour we lay at anchor interested in passing vessels and a yacht race, and finally getting up the harbor were again delayed for a considerable time while the custom house officials obtained the signature of each passenger to the usual papers as to baggage. It was nearly seven o'clock in the evening when the City of Rome was moored alongside the wharf, and then commenced a scene which we trust it may not be our lot again to witness. The 1066 passengers with their vast amount of luggage, of all descriptions, were remorselessly turned on to the wharf.

No order or system was observed, the shed was one mass of struggling humanity, passengers, friends, police, porters with trucks, and custom house officers. It is morally impossible to find anything, the baggage being discharged at different gangways and piled up indiscriminately and promiscuously. The last meal on board was at noon, and the scramble for baggage continued until midnight and afterwards. To able-bodied passengers it was a severe trial, but for women with little children it was cruel in the extreme. Those who had found a few things had to stand in a line of hundreds waiting their turn to obtain the necessary ticket from the custom house office, often jambed close up to a steerage passenger who had not been washed for a month.

The  disembarkation of the passengers and their  baggage  from the City  of Rome was a  disgrace to  the  proprietors of  the vessel, the authorities in New York, and the  customs house officials, and was  so  regarded  by  every American on board. 

Stockport  Advertiser, 20 November  1885.

With 322 passengers, City  of Rome left New York at 6:55 p.m.  on 23 September  1885.  Crossing in  seven days, she  got into Queenstown  at 4:00 a.m. 1 October and recorded daily runs over of 264, 380, 384, 282, 390, 382 and 378  nautical miles.  Departing at 4:35 a.m., she arrived at Liverpool that  afternoon. 

Sailing  from Liverpool  on 7  October 1885 and calling the next day  at Queenstown, City of Rome  departed there  at 12:50  p.m. with 343 saloon and 331 steerage passengers for New York  where  she arrived at 7:00 a.m. on the  16th.

The Anchor steamship City of Rome, which sailed for Liverpool on Wednesday, is making her last trip for this She will lay up during the Winter, but will resume her place in the Atlantic trade in the Spring. The Rome under the skillful management of Capt. Munro has been very successful during the past season, and has made number of very quick trips.

The New York Times, 23 October  1885.

Clearing New York at 5:35 p.m. on 22 October 1885, City  of  Rome took out 300 passengers  and 356 bags of  mail and made Queenstown at 3:00 a.m. on the  29th after crossing of  7 days 1 hour. She departed  for  Liverpool at 3:50 a.m. and arrived there that  afternoon. 

Making a second attempt at a joint service with  National Line's  America, finally  returned to commercial service after a  year of expensive  idleness as an armed merchant cruiser in waiting, it was announced on 22 December 1885 she  and City  of Rome would resume service on 31 March and 14 April 1886 respectively:

The Late Armed Cruisers. The fast Atlantic steamers latelv in the Government employ are gradually resuming their positions in the American passenger trade. It is announced that the first chartered of the swift armed cruisers the National Line steamer America begins her work for the coming season on the 31st March next, when she is to be despatched to New York. An express passenger service has been formed between the National and Anchor Lines, by the steamers America and City of Rome being run in conjunction every fortnight and a system of return tickets available by either of these very fast and splendidly-fitted steamers has been arranged by'the National Steamship Company and Messrs. Henderson Brothers.

Each steamer has thus a fitting consort, and holders of return tickets both from America and Europe have the advantage of frequent sailings and almost uniform accommodation, seeing that they have the option of choosing by which of the two steamers (the America or City of Rome) they desire to travel. There are indications that the Atlantic passenger traffic may be expected to show considerable briskness next season. Improving business in the United States will probably; enable increased numbers of Americans to visit Europe, and the exhibitions to be held in Liverpool, London, and Edinburgh will be additional inducements for them to do so; while the better prospect for labour in America is sure to attract larger numbers of emigrants from Europe.

Liverpool Mercury, 23  December 1885.

Credit: Liverpool Mercury, 23 December 1885.

In 1885, City  of Rome completed eight westbound and eight  eastbound crossings.

City of Rome.  Credit:  Merseyside Maritime Museum.

1886

Preparation of  City  of  Rome for her return to service included her being shifted  to a graving dock in Birkenhead  for  cleaning and painting of her hull.  On 13 March 1886 one the painters, Henry McGee, accidentally fell into  the graving dock, falling 50 ft. and sustaining severe head injuries.  Taken to  hospital, he  unfortunately died soon after. 

The Steamship City of Rome. It will be seen by a reference to our advertising columns that this famous steamship is again placed on the station, to run in the express service of the Anchor Line from Liverpool to New York every fourth Wednesday, commencing next Wednesday. This will be welcome news to intending transatlantic passengers, for the past voyages of this renowned steamship have been performed with sustained regularity well as great speed, the record of the ship's sailings during the last three seasons showing an average passage of 7 days 4 hours 23 minutes. It  is marvellous to that, with a steamship such as the City of Rome, it is now in the power of the tourist to visit America, speed a week there, and return to this country refreshed with an ocean voyage, all within the space of three weeks. This, too, with positive luxury, and most moderate cost. Merchants and commercial men will be interested to know that, by arrangement with the Post Office, letters, & etc.. posted in Liverpool, Glasgow, London, Manchester, etc., up to the evening of the day the City of Rome leaves Liverpool, be will, if forwarded specially addressed by that steamer, by her from Queenstown, the same as by the regular mail steamers.

Liverpool Daily  Post, 7  April 1886.

Resuming  service, City of Rome (Capt. R.D. Munro)  sailed from Liverpool  at 6:00 p.m. on 14 April 1886 with "105 saloon, 103 intermediate, and 685 steerage passengers,  and Her Majesty's  mails."  (The  Herald, 15 April).  She cleared Queenstown  at 1:55 p.m. the next  day  for  New York with  1,100 passengers, 191 cabin and 785 steerage.  With the bit in her teeth, City  of  Rome coursed  westwards, putting  in  a capital passage that  had her reaching at Sandy Hook at 7:53 a.m., on the  22nd,  6  days 22 hours 23 mins. after passing Daunt's Rock.   She logged daily runs of  389, 420, 422, 409, 427, 430 and  352 nautical miles with "moderate  weather  and northerly winds  throughout."

On arrival at New York, it  was reported by  the New York Times (27th), that during  her  refit, City  of Rome had been fitted  with a new  propeller, "which, it  is  stated, has  increased  her  speed to  half  a knot,  to 17½  knots  an hour."   The New York Tribune  added that "alterations and improvements  have been made in her  which  render her  more comfortable and handsome in her cabin accommodation  than ever before."

A reception was given yesterday  afternoon on the  steamer City of  Rome, of Anchor Line, now  lying at the  dock  at the  foot of Barrow Street. From 1 o'clock, when the gangway was opened for  the  visitors, until  6  in the  evening, a steady  stream  of  ladies  and gentlemen and children poured  on board. Every part of the  ship was  open for inspection, and there was music by  the  Ninth  Regiment  Band.

The  New  York Times, 27 April 1886.

Departing  New York  for the first  time that  season, City  of Rome sailed  at  4:00  p.m. on 28 April 1886 with 375  passengers and 161 bags  of mail.  Making Queenstown at 6:00 a.m. on 6 May, she crossed in 7 days  6 hours from Sandy Hook to Fastnet. After landing 50 passengers and her mails there, City of  Rome proceeded to  Liverpool at 6:25 a.m.. 

City of Rome's departure from Liverpool on 13 May  1886  coincided with  the  visit to  Liverpool by  H.M. Queen  Victoria, who was opening  the  International Exhibition the previous  day. Her sailing  was delayed  to permit her to join White  Star's Republic, National's England, Cunard's  Servia  and Inman's City of  Chicago in the River.  

The splendid steamship City  of  Rome was anchored in mid stream, off  Birkenhead, and was greatly admired by  the  numerous passengers  on the  ferry steamers.

Liverpool Mercury, 12 May  1886.

It  was possible for  City of  Rome,  dressed overall, to embark her passengers at 12:30 p.m.  on 12 May 1886 whilst lying in  the River, and then participate in the  review of the  merchant  ships by H.M. the Queen aboard the Woodside steamer Claughton  although  the weather was dismal as it invariably was for such occasions.  City of  Rome had pride  of  place as the first  steamer  in line, "conspicuous by  her  four  masts  and three black funnels. This steamer is one of  the  finest specimens of naval architecture  that  ever entered the Mersey… The City of Rome had  steam up ready  for sea, and she proceeded on her  voyage  to America soon after the Claughton had passed. " (Liverpool Mercury, 13 May 1886).

Calling at Queenstown on 13 May  1886, City of  Rome commenced  her passage to  New York at 2:20 p.m. with 1,100 passengers.  She passed Sandy Hook at 1:30  p.m. on the  21st, clocking 7 days 4 hours 20 mins from Daunt's  Rock.  

With 370 First and 232 Second and  steerage passengers and a big mail consignment of 605 bags, including the  Australian mails transhipped  through  San Francisco via Oceanic, City of Rome  cleared New York at 2:00 p.m. on  26  May 1886. She got into Queenstown at 5:00 a.m. on 3 June and Liverpool late that  same day.

City of  Rome  had 127 First, 145 Second and 635 steerage aboard for her 9  June 1886 departure from Liverpool at 4:00 p.m.. Calling at Queenstown at 4:20 a.m. the following morning, she sailed for New  York on 2:00 p.m..  City of  Rome passed Sandy Hook at 4:20 p.m. on the 17th after a 7-day 6-hour  passage from Daunt's Rock. Among her  deck cargo was the  cutter yacht Deivin (40-ft  x 5.5 ft), belonging to Roosevelt Schuyler and an exact replica of Madge, built  by Fife & So, Fairlie,  Scotland. By some coincidence the  liner  arrived just  at  the conclusion of the New York  Regatta, "The decks of the City of Rome were black with  people, all of whom seemed greatly  interested in the dace, as did also those on  the outgoing White  Star  steamer  Germanic."  (New York Times, 18 June). 

Mersey-bound, City of  Rome left  New  York at noon on 23 June  1886 with 351  First and 304  Second  Class and  steerage  passengers and 169 bags of  mail. Passing the  Fastnet at 3:00  p.m. on the 30th after a splendid passage done in 6 days  22 hours, she arrived at Liverpool on 1 July.

With the  star-crossed America laid  up  for engine  repairs,  City  of  Roma took  two  crossings  of the  erstwhile  joint service  on her  own, 7 July and 4 August 1886. The July departure attracted 147 First, 115  Second and  400 steerage bookings and had her clearing the Mersey at 3:00 p.m. for  Queenstown where she arrived at the ambitious  hour  of  4:30 a.m. only to  wait  for  the mail  train from Dublin  and not  get  away until 2:20 p.m..   Arriving at Sandy  Hook at 2:30 p.m. on the 15th, City of  Rome logged another  credible  passage  of  7 days 3 hours. 

Among those sailing in City  of  Rome from New York  at  11:00 a.m. on 22 July 1886 was William  Coverly, one of the  Produce  Exchange managers  and principal manager  of Anchor Line  and when the liner  passed the  Exchange, the flag  on the  roof   was dipped  in his  honour. In all, she went out  with 200  First, 77 Second and  163  steerage  passengers and 371 bags of mail.  It was high summer and good steaming and 6 days  23 hours  after passing out of Sandy  Hook, City of  Rome passed  Daunt's  Rock and arrived  at Queenstown at 6:30 p.m. on  the 28th. Departing at 7:20 p.m.,  she made Liverpool the  following morning. 

With a good list  of 300 First and 650  Second and steerage passengers, City  of  Rome departed  Liverpool at 3:55 pm. on 4 August  1886. Calling at Queenstown on the  5th, she left there at 4:10  p.m. for  New York by which time her passenger  numbers were cited  as 450 saloon and 500 steerage.  Making a good crossing over of 7  days 3 hours, she reached  New  York at 2:00 p.m.  

The eastbound City of Rome cleared New York at 9:35 a.m. on 18 August 1886 with 104  First, 76 Second and 94 steerage passengers and 644 bags of mail.  She  put  in an excellent passage of 6 days 21 hours 25 mins.  Sandy Hook to Browhead, to reach Queenstown at 2:00 p.m. on the 25th. After landing 40 passengers and  the Irish portion of her mail, she  sailed for  Liverpool 40 minutes later and  arrived at Liverpool  the next morning.

Well booked with returning Americans from their summer travels as well  as  immigrants, City of  Rome was a busy  ship on her  1  September 1886 westbound sailing from Liverpool,  going  out  with 439 First, 215 Second and 575 steerage passengers, and cleared Queenstown the following  day  at 2:45 p.m. for New York having a total of 1,127 passengers aboard.  After a crossing of 7  days  3 hours,  City of  Rome arrived there at  1:00 p.m. on the  9th. There was one  death recorded during the crossing, the Rev. J.W. McNaughter of Pennsylvania, who  died  of peritonitis, aged only  25.

Frederick  Douglass and Mrs.  Douglass were among the 225 passengers sailing aboard City  of Rome  from New  York at 9:00 a.m.  on 15 September 1886.  Queenstown was reached on the  22nd at 9:30 p.m. and after landing  50 passengers and 152 bags of mail, departed for Liverpool after a  mere ten-minute  call,  and arrived there  the  following  morning. 

Starting her final  voyage  of  the season,  City of Rome left  Liverpool on 29  September  1886 and on departure from Queenstown at 3:20 p.m. on the  30th, had  550  saloon and 600 steerage  passengers for  New York.   She got in  there at 2:00 p.m. on  7 October after  another smart crossing  of 7 days 4  hours.

Bidding farewell to the port until the following  spring, City of Rome sailed from New  York at 8:00 a.m. on 13 October  1886 with 321  passengers.  Encountering strong north-east winds and fog throughout  the crossing, she took 7 days 5 hours  across. Getting into  Queenstown at 5:30 p.m. on the  21st with 330 passengers and 81  bags of mail, she landed 60 there before  proceeding to Liverpool. 

City of Rome, as usual,  was  laid up at East  Float,  Birkenhead, for  the winter  and early  spring.

In its annual report of the average  speeds of liners carrying the U.S. mail  from England, the United States  Post Office cited  City of Rome as maintaining an average  speed  of 16.3 knots  on the  two trips  she  made in  the last  half  of  1886 and being among the ships averaging  16 knots of more: Umbria, Alaska, Trave,  Saale, Ema, Fulda, Werra,  Bourgogne, Champagne and  Gascogne. These speeds were based dock to  dock  times not the considerable  faster and shorter  land to land  times usually cited. 

In 1886, City  of Rome completed seven westbound and seven  eastbound crossings.

City  of Rome in the Mersey. Credit:  Merseyside Maritime Museum.

1887

In early  January 1887 the  first  sailing  lists appeared showing the initial departures of  the joint service of America on 30 March and City of Rome 13 April. But on the 25th the  advertisements  dropped all reference to National's America  reflecting her  sale to  the Italian Government.   Once again, Anchor's efforts to find a suitable running mate for City of Rome had been frustrated and no  additional steps  would  be taken in this direction and she would remain "on her own"  as she  effectively had  been all her life to date. New advertisements  showed sailings from Liverpool by City of Rome every fourth Wednesday:  13 April, 11  May, 8  June, 6 July, 3 August, 31  August and 28 September.  

Credit: The  Herald, 17  January 1887.

Anchor Line tendered to be included in the new mail contract but this was rebuffed by  the Post Office on 7  February  1887 although  agreeing to  pay the line for transport of  mails and parcels via  Queenstown for any specifically endorsed for  City of  Rome's sailings. 

Credit: Liverpool Daily Post 27 January 1887.

Embarking her passengers  by  steam tender off  Prince's  Landing Stage at 1:00 p.m. on 13 April 1887, City of Rome (Capt. R.D. Munro) called at Queenstown the next  day, 4:15 a.m.-1:50  p.m., and left there with 1,200 passengers.  Arriving at New York at 2:00 p.m. on the 21st, she  had crossed in 7 days 4 hours. 

As was now customary, City of  Rome, at  Pier 38  North  River, was thrown open to public inspection during  her first visit  of  the  season to New York and on 25  April 1887, as related by  The  New York Times  (26th): "Conterno's Ninth Regiment Band played a number of selections while thousands of persons promenaded the decks and inspected  the  saloons  and staterooms."

On her first eastbound crossing of the  year, City of  Rome left New  York on 27 April 1887 at 11:00 a.m.  with 454  passengers  and 374 bags of mail.  Making  the second of two 7-day  4-hour crossings so far that  season, she made Queenstown at  11:15 a.m. on 4  May and proceeded to Liverpool  at 1:40 p.m..

City  of Rome had 130 saloon passengers sailing in her  from Liverpool at 4:00 p.m.  on 11 May  1887,  including 20 or  more delegates to  the International Good Templar's Conference in America.  She left  Queenstown the next day at 1:30 p.m. for New York with  a total of 1,050 passengers aboard.  Showing good form,  she crossed in  7 days 1 hour to reach  New York at 9:35 a.m. on the  19th.

City  of Rome's New  York sailing of  25 May 1886 derived  some extra  custom  after  White  Star's  Britannic  and Celtic  collided  in New  York  Harbor, and included Hawaii's  Queen Kapilolani who was  originally booked in  Celtic, changed to  the Anchor  liners.  Interestingly, The Sun reported that  the Queen had  first intended to cross in  City of Rome but  changed to Celtic  after her husband King Kalakaua so enjoyed his voyage in White Star liner.  With more publicity than  had  attended most of her departures, City of Rome sailed at 7:00  a.m.  from Pier  43, North River

The ex-Sandwichers in this city were not equal to rising at such an early hour, and the only people who accompanied the royal party to the steamer were the Hawaiian Minister, Mr. Carter and his wife and E. H. Low, who has superintended the royal visitors' stay here. The steamer was crowded with tourists and  by the time the passenger list was handed around there was considerable curiosity to see the Queen. The slip bore at the head of the list of passengers the names of Her Majesty, Queen Kapiolani, the Princess and the rest of the royal party in type large enough to emphasize their royalty. The Queen went to her stateroom, No. 38, a stateroom on the starboard side, and found it decorated with flowers that bloom earlier than those who gave them are ini the habit of rising. Then she went on deck and took seats with her party on the promenade deck and watched the crowd coming and going. The passengers crowded around her as if they were already at. sea and wanted amusement badly. But the lines of royalty were strongly marked by the big backs of her attendants who formed a ring around her to keep the crowd at a respectful, royal distance. 

The steamer swung from her pier and the crowd cheered. The Queen was an interested spectator while she saw the crowd fading away in the distance, who, however, watched her as long as the black funnels of the steamer could be seen.

The royal party will have a dining table to themselves near the main entrance. They will be received at London on June 8 and then be presented to Queen Victoria. The object of the visit, besides attendance at Queen Victoria's semi-centennial jubilee, is to negotiate a loan of $2,000,000 from English bankers.

New York Tribune, 26 May 1887.

In all, City of Rome left New  York on 25  May 1887 with 520 First  Class and 361 Second Class and steerage passengers,  her best saloon list  to date  if  not of all time and at the time, the largest number of passengers "every brought from New York to Liverpool by  a steamer,"  (Irish Times), as well as 424 bags  of  mail. 

After a  superb passage  of 6  days 20  hours, City of Rome passed Browhead at 6:40 p.m. on  1  June 1887 but did not  get into  Queenstown until 10:40 p.m.  owing  to fog. This persisted on her  departure at 12:15 a.m. and delayed her arrival at Liverpool  from  11:00 a.m. the following morning to 4:00 p.m. where a great welcome awaited  Queen  Kapiolani. 

Yesterday great interest was manifested by the people of Liverpool is the arrival of her Majesty Kapiolani, Queen of Hawaii, who has left bet distant island in the Pacific to do honour to the Jubilee of Queen Victoria. Like the historic sovereign of Sheba, she has come to ace with see with her own eyes the glory of reigning sovereign, and especially to take part in the festivities which are to be held in celebration of an event throughout kingdom and an empire such as Solomon never ruled over. Queen Kapiolani, after a pleasant run to San Francisco, which is only a few days' journey distant from her island home, arrived in due course in New York, and barked there on Wednesday week in the City of Rome, of the Anchor line. The trip across the Atlantic in a superbly equipped vessel, commanded by Captain Munro, was of the most agreeable description, and during the voyage the members of the suite especially proved pleasant companions, and left the ship at the bar yesterday amid the regret of many of the passengers.

The vessel was timed to reach Liverpool early yesterday morning, but, owing to the prevalence of fog, she did not reach Queenstown till midnight on Wednesday, where she disembarked about 150 passengers, and afterwards proceeded for Liverpool. In view of the visit considerable preparations were made in for this city to render the occasion a, joyous one many reasons, chief which were the special object Queen Kapiolani bad in view in visiting these northern latitudes and the well known sympathy of herself and the King of Hawaii with modern civilisation in various forms.

Liverpool Daily Post, 3 June 1887.

Clearing the Mersey, westbound for America at noon on 8  June 1887, City of Rome,  after calling  at  Queenstown the  following day, and resuming passage at 2:00 p.m., she went out with  1,020  passengers.  Another smart passage ensued and logging 7 days 2 hours, City of Rome arrived at New York at  11:30 a.m. on the  16th. 

Credit: New York Times, 22 June 1887.

This would be Capt. R.D. Munro's  final voyage in command  of  City of  Rome  before  retirement after  nearly  50  years  at  sea:

Capt. R. D. Munro, the Commodore of the Anchor Line, who has commanded the City of Rome since she was bought from the Inman Line, after her first trip across the Atlantic, today sails from New-York on his last voyage as Captain. For nearly 50 years the Captain has been sailing over the sea, 38 apprentice, able seaman, Captain of sailing vessels, and lastly as steamship Captain, and, though by no means so old that he is unable to perform active service, he feels that be has done all the work that duty requires of one man, and that he is entitled to a rest.

Perhaps the fact that the 50 years of seafaring life have brought in a goodly crop of money has some influence with the Captain, but whatever the causes, Capt. Munro has announced his intention of retiring from active life and settling down near Peterhead, Aberdeenshire, Scotland, where he was born. 

The Anchor Line loses a competent commander in the retirement of Capt. Munro. He began his sea life when about 15 years old, when he sailed on a small 100-ton brig, commanded by Capt. Mitchell, from London to Valparaiso. He stayed with Capt. Mitchels on the brig five years and during the last year was made second mate. After that he went on the Elizabeth to the Cape of Good Hope, and then for a number of years commanded various vessels sailing from the Clyde. His first experience as Captain of a steamer was on a small Australian coaster.

He commanded this steamer only six months, at the same time being owner of the brig Susan. It was 22 years ago when Capt. Munro first took command of an Anchor Line steamship. The steamer was the United Kingdom, in the iron trade between Glasgow and Montreal, He afterward commanded the Hibernia, India, Vitoria, Bolivia, Anchoria, Devonia, and Circassia before taking command of the City of Rome. He superintended the building of the Anchoria, Devonia, and Circassia, taking command as soon as the vessels were completed.

That he has been a remarkably faithful and fortunate officer is attested by the high position he has reached in the Anchor Line service. Capt. Young, of the Devonia, will succeed to the command of the City of Rome, and First Officer Crockhart, of the Furnessia, will take Capt. Young's place.

New York Times, 22 June 1887.

Capt. R.D. Munro in command for the last time, City of Rome cleared New York on 22 June  1887 at the remarkably awkward hour of 3:20 a.m. with 1,167 passengers and 317 bags of mail.  Putting in another consistent passage, she made Queenstown at 5:30  p.m. on the  29th after logging 7 days  1 hour 15  mins. from Sandy  Hook to Browhead.   Landing 290  passengers and  mail, she departed  for  Liverpool at 6:40  p.m. where  she arrived the next  day.  On the evening of the 28th, a committee  of  passengers  issued  a resolution  in praise  of  the  retiring Commodore Munro:

It was unanimously resolved that this meeting heartily congratulates Captain Munro on the long and faithful service which be has been enabled to render in a laborious and responsible life at sea during a period of upwards of 50 years, 22 of which have been spent in the Anchor Line Atlantic service. 2. That on his now retiring from active and public duty, this meeting gratefully recognises the skill and care with which be has discharged, his onerous duties, and the courtesy and attention he has uniformly shown to the passengers under his care. 3. That this meeting rejoices to know that he carries with him the esteem and heartiest good wishes of all who have served under him, as well as of many thousands who have safely crossed the Atlantic under his charge, and they earnestly pray that the remainder of his life may be an evening without a cloud,' and as the clear shining after rain.' It was further unanimously resolved that the above resolutions be suitably engrossed, illuminated, and framed for the acceptance of Captain Munro, an a permanent memento of the respect and good. wishes of the passengers as expressed  above.'

Liverpool  Mercury,  1 July 1887.

Part of City of Rome's  cargo was  the first consignment of  tea from the  East shipped via the  new Canadian  Pacific route,  its  transport  taking 30  days  and  six  hours  including  two  days  detention  at Montreal. 

Prior  to next  sailing  to  sailing to  New York on 6 July 1887,  City  of Rome's officers, crew  and Anchor Line management officially  bad  him a happy retirement  as  he  turned  over the command of  the ship  to  Capt. Young.  Among those present were Mr. James Henderson aod Mr. Francis Councillor Henderson M, (Anchor Line), Major G. J. Haigh, H Larmor, Captain Read, Captain Simpson (Anchor Line), Captain Young,  Messrs. Thomas M 'Cracken, J. Kendall, J. B. Loveland, S. Broadbridge, Dr. Donnellain, Chief  Officer  James Hamilton, chief officer, Chief Purser  McKay,  etc. Capt. Munro was  presented with a magnificent allegorical plaque in repoussé silver, representing Venus and Jupiter navigating the ocean. Around the plaque was a heavy gilt wilt molding, in which was set a silver plate, containing a suitable inscription. A rich crimson plush frame encased the whole. Capt.Munro was visibly affected the gift and made an appropriate reply." (New York Times, 15  July).

City  of  Rome (Capt.  Hugh Young)  departed Liverpool on 6 July 1887 and  upon clearing Queenstown at 2:10 p.m.  The  following  afternoon, went out  with  980 passengers including 330 First Class. She arrived at New York at 3:00 p.m. on the  14th.

Taking  out a good eastbound list of  267  First, 152 Second and 132 steerage passengers, City of Rome  left New York at 7:10  a.m. on 20 July 1887.   Making Queenstown at 4:00 p.m. on the  27th, she had  logged 7  days and 53 mins. across. City  of Rome arrived  at  Liverpool the  following day.

 

From Liverpool on 3 August  1887 and Queenstown the following  day, City of  Rome numbered among her  passengers Frederick Douglass and his  wife,  returning from their  European trip.  City of  Rome arrived at New York at 7:00 a.m.  on the  11th, logging an excellent passage of just 6  days 21 hours.

With 375  (205 saloon) passengers and 576 bags of  mail, City of Rome cleared New York  at 6:15 a.m. on  17 August 1887.  Passing  Browhead at 12:10 p.m. on  the 24th, she arrived at  Queenstown at 4:20 p.m., she landed 50 passengers there  before proceeding to Liverpool at 4:20 p.m. 

City of Rome was visited by Admiral  Sir W. Hewett and officers of the Channel  Fleet (which  was calling on Liverpool) on 30 August 1887, received  on board by Mr. James  Henderson of Anchor Line,  Capt. Hugh Young and Mr.  Broadbridge.  "After inspecting the vessel the Admiral and the officers  accompanying him were entertained at lunch  by Mr. Henderson on board  the ship." (Evening Express, 30  August).   Units of the  Fleet,  including the  flagship  H.M.S.  Minotaur, Agincourt, Sultan, Monarch, Iron Duke and  Curlew laying in the Mersey together with  City of Rome and Inman's City of  Chicago inspired the Liverpool Mercury (31 August) to  comment, "The  river never  presented a  more imposing and interesting  appearance than yesterday, when there was within view almost every representative type of  British ship."

The magnificent steamer City of Rome, belonging to the Anchor Line, has for several days past been lying in the Mersey to the northward of the Channel Fleet, and her massive and at the same graceful proportions have caused a great deal of comparison to be made between her and the warships, not by any means unfavourable to the former. Last evening she left this port with her full complement of passengers, as at this period of the year large numbers of American tourists return to their native land, and altogether there would be, including the members of the crew, over fifteen hundred souls on board. Among the passetigers was Mr. James Bell, whose name has become almost a household word as the owner of the famous racing yacht Thistle, which left England a short time ago to endeavour to wrest from the present holders the American Cup, presented for the international yacht race.

Evening  Express, 1 September  1887.

Departing  Liverpool on 31 August 1887 with  a large crowd on the Landing  Stage to cheer off James Bell, owner of  the racing yacht Thistle en route for  the America's Cup race in New York, City  of  Rome had aboard, on clearing Queenstown at 2:00 p.m. the next day, 520  First, 197 Second and 509 steerage passengers.  After  a slow  crossing occupying 7 days 19 hours, she reached New York at 5:00 a.m. on the 9th. There, she was met by Thistle.  Sixteen hours late, City  of Rome, which hit  bad weather as soon as she left  Queenstown, had the  worst  of  it  on the 3rd, "on that day a sea boarded  her forward,  flooding  things there pretty  well and twisted and  tearing  the  bridge  in a way that reminded of the thumping the Umbria got  some time ago," (The Sun, 10  September).   The ship, which usually averaged 415  miles a day, logged 291, 360, 380, 323, 400, 413, 286 and 245 miles instead, and the New York Times noted, "In some respects the voyage  was the  roughest ever made by  the  ship. There  was rain all the way across,  and a very  highs  sea. Those who  could  keep up enjoyed  the magnificent spectacle of a  seven-day  tempest.  But  such persons were  few  in number."

City  of Rome broke records on arrival,  coming in  with 717  cabin passengers, "the largest number  ever brought  to  this port on one steamship," (Sun), "The big pier in North River (43) to which the steamer City of Rome was tied soon after noon yesterday, although 650 feet long by 60 wide, was too small for the mass of passengers, stewards, longshoremen, and Custom House officers who wrestled with each other and the baggage after the gangplanks were put up. No such number of people has been seen about the piers before." In all, including 509 steerage passengers and 294 officers and crew,  there were 1,520 souls aboard, more  than a record  for  the port.  The  last record  set for cabin passengers, 648, was by  Umbria  two weeks previously. 

Outbound from New York  at 4:35 p.m.  on 14 September  1887, City  of Rome took out 390 passengers, including 149  saloon) and 449 bags of  mail.  She  got into Queenstown  at  7:00 a.m. on the  21st, landing  70  passengers and  all her mail, before  proceeding to  Liverpool at  8:20 a.m.

Starting her  final  voyage  of  the season,  City  of  Rome left Liverpool on 28 September 1887 and Queenstown the  next  day  at 1:40 p.m..  It was a  good  quick last westbound crossing, done in 7 days 2  hours, and she got into New  York on 6 October at 11:56 a.m.. 

Among the 425 passengers (261 cabin) sailing from New York on 12 October 1887 were Thistle's owners Mr. James Bell and wife, designer of the yacht, Geo. L. Watson, and Secretary William York of  the  Royal Clyde  Yacht  Club.  City  of Rome arrived at Queenstown at 6:50 a.m. on the  19th, where she landed 50  passengers and 66 bags of mail, before  carrying on to  Liverpool at 7:20  a.m. were she arrived at midnight, anchoring in the river, before entering the Langton Dock the  next  morning to land her  passengers. 

In 1887, City  of Rome completed seven westbound and seven  eastbound crossings.

City  of Rome alongside  at Liverpool.  Credit: Naval History Heritage  Command. 

1888

Anchor Line announced on 20 January 1888 City  of  Rome's schedule for the coming  season commencing  from Liverpool on 4  April  and running through October, with  a departure every fourth  Wednesday.

Credit: Liverpool Mercury, 7 February 1888.

Embarking her  passengers by tender  from Prince's  Landing  Stage  at  2:30 p.m. on 4  April 1888, City of Rome (Capt. Hugh Young) was one of three big liners sailing that day, the  other  being Inman 's City of Chicago and the White Star's  Baltic.  Upon departure  from Queenstown at 10:20  a.m.  the next day, City  of  Rome  went out with 1,200  passengers, including 260 saloon passengers. Getting into  New York at 11:00 a.m.  the 12th, The  Herald (Glasgow) reported: "this making her first  voyage of  the season in 7 days 1½ hours, and her large complement  of  passengers in good health." An  unusual  deck cargo was the three-ton cutter  Ariel,  designed  by W.  Fife, for the  actor  and actor  Charles A. Stevenson.

Alongside  her North  River pier a  little  before midnight  on  15  April  1888  a fire  broke  out aboard  City  of  Rome in a small compartment  aft  of  the  engine  room.  The  shoreside  fire  department  was  called and  "one stream  put  the  fire  out."  (The  Sun, 15  April). The fire was caused  by spontaneous combustion of  overheated  packing which had been thrown into the store-room  after having been used on the  engines. 

Making her  first eastbound crossing  of the  season, City  of  Rome left New York at  noon on 18 April 1888  with 175 saloon  and  124  steerage  passengers. This was accomplished in  7 days 2 hours and had her arriving at Queenstown on the 25th at 10:00 p.m. where  she landed 40 passengers and the Irish mails before  continuing to Liverpool at 11:00  p.m. where she arrived  the next day.  

City of Rome sailed from Liverpool 2 May 1888, and had  1,250 passengers, including 310 saloon,  aboard  on departure  from Queenstown at 1:15 p.m., the next  day.  Crossing in 7 days 9 hours, she arrived at New York on 11th at 6:00 p.m.

The  eastbound City  of Rome cleared her  North River pier  at 11:10 a.m. on 16  May  1888 with 412 saloon and 190 steerage  passengers and 91 bags of mail.  Strong easterlies  were experienced  for two  days, making  for a slow passage of 7  days  10 hours 30 mins. and Queenstown was reached at 2:25  a.m.  on the  23rd. 

From Liverpool on 30 May  1888 and calling at Queenstown the  following  morning at 5:00 a.m.-9:30 a.m., City of Rome cleared  for New  York  with 103 saloon and 709 steerage  passengers. Capt.  Hugh  Young  had her  charging  westwards and 6  days  22 hours  30  mins. after clearing the  Fastnet,  City of Rome passed Sandy Hook at 7:30 a.m.  on 7 June.  

Starting the busy European travel season, City  of  Rome had 384 First, 270 Second and  224  steerage passengers for  her 13 June  1888 eastbound sailing  from New  York, departing at  10:00 a.m.  She  gave  them a smart passage of 6 days 23 hours  from Sandy Hook to Browhead and  got into  Queenstown at 4:50 p.m. on the  20th. Landing 150  passengers there as well as the Irish  mails, she  made for  Liverpool  at  5:15 p.m.  and arrived there  the following morning.  

The  New York-bound City of  Rome passed out of the Mersey  on 27 June 1888 and  proceeded to  Queenstown where  she arrived  at 4:30  a.m. the following morning and upon departure at 9:30 a.m., had  aboard  119 First, 112 Second and 1,202 steerage passengers. What ensued was one of those  remarkable freak episodes of  violent weather  right in the middle of a season traditionally  immune from it.  For two  days after  leaving Queenstown, the ship hit a rare mid  summer gale hitting a "heavy westerly  gale  Sunday night  [1 July] when in latitude 47 50' and longitude 38  32, a tremendous  sea boarded the vessel forward, carrying away  the bowsprit and wrecking the forward bridge. The  sailor  who  was  on lookout  at the time was  knocked down and seriously injured."  (New  York Times, 6 July).  The battered  City of  Rome  arrived at New York at 6:30 p.m. on 5 July.

The New York Times of 7 July 1888 provided a more  detailed  and slightly corrected account of  the  incident:

The City of Rome arrived at the Anchor Line dock Thursday evening minus her bowsprit and with her lookout bridge in a damaged condition, but with crew, passengers, and cargo safe. 

During a gale which she encountered July 1 a heavy sea struck the bowsprit and snapped it off. This happened about noon, when the cabin passengers were gathered aft reading and playing quoits and totally unaware of what had occurred. When the broken bowsprit fell into the water it carried with is a mass of gear and spars, and the steamer's engines were stopped so that the seamen could haul the wreck from the water.

This work caused a delay to the vessel three hours. The stoppage, of course, aroused inquiry and it was not until then, say the officers of the City of Rome, that any one but the steerage passengers and a few of the seamen knew of the occurrence. Three hours before the bowsprit was snapped a heavy sea swept over the forward deck with great force and William Kane, who was on the lookout bridge, was thrown against the rail with such force that it was wrenched from its bearings. Kane was badly out about the body, face, and neck, but his injuries are not serious.

The vessel had on board 119 first-class, 112 second-class, and 1,201 steerage passengers. The latter were badly shaken up during the gale and were frightened when the bowsprit was carried away. Men were at work yesterday repairing the damage, amounting to several hundred dollars, and the vessel will sail again on the schedule.

More  details were reported by  the Liverpool Mercury:

The accident which happened to the City of Rome on the 1st inst., whilst on her vovaze from Liverpool to New York, and by which her bowsprit was broken and the look-out man injured, is fully reported by the last arriving mail at Liverpool. The City of Rome was in lat. 38°22, long. 47°50 on the date mentioned, when she encountered a tremendous gale from the south. The sea rose terribly, and about noon one sea, like a huge wall of great height, was seen approaching and it fell on the steamer with fearful force. The look-out man, Kane, was hurled from the crow's nest to the deck, and picked up insensible. The bowsprit was smashed, and thumped about vigorously until it was secured. The space between the turtle back and the forward house was filled with water, and small rivers ran along the various alleyways, One fireman was hurt by being hurled against a shovel and cut. The iron rails of the bridge were twisted out of shape. The City of Rome had nearly 1500 passengers on board, but not one was hurt. The passengers spoke very highly of the ship's seaworthiness, and said that although the seas were terrific and the storm severe the steamer went through with comparative ease. When the steamer entered New York her bowsprit was lashed to the forward turtle-back. The man Kane was brought round, He had his nose cut and several gashes in his head, but it was thought he would be able to return in the ship to Liverpool. A collection was made for him amongst the passengers, and 25 dollars subscribed, The damage to the steamer was to be repaired in New York.

Liverpool Mercury, 17 July 1888.

Repairs to City of Rome ensued beginning the morning  of  6 July 1888.   She was able to sail, on schedule, on the 11th at 9:00 a.m.,  going  out with 745 passengers (558 saloon), including Robert  B. Roosevelt, U.S. Ambassador  to  the Netherlands.   It was another capital crossing  for  the steamer, done  in the smart  time of 6  days 22 hours and she  arrived at  Queenstown at 3:15 p.m. on the 18th.  Landing 150 passengers and the Irish mails, she was off for Liverpool at 3:50 p.m., getting  in the  following day. 

In an era when immigrant travel dominated westbound carryings, City of Rome was unusual for her large, and  in many cases, record setting lists in saloon or cabin class.  Her 25 July 1888 crossing to New York had 850 passengers, of which 420 were in saloon, on  departure from Queenstown at 2:00 p.m.  on the 26th.  Crossing in 7 days 1 hour, she arrived at New York late on 2 August and alongside the  following morning.

Credit: Liverpool Echo,  23 August 1888.

Eastbound, it was too late in the  season for  much  traffic so  that when  City of  Rome cleared New York at 9:20 a.m. on 8 August 1888,  she had but 323 passengers and 53 bags  of mail.  Crossing in  6 days 21 hours 38 mins., she arrived  at  Queenstown on the 15th  to a hostile reception and the gunboat  H.M.S. Sandfly claimed  to have "captured"  her with  nary  a shot  fire as part  of  a major fleet exercise.  The big Anchor liner had  the last  word, however,  when exchausted  by  her  efforts, Sandfly's port engine became disabled and she had to return to  Queenstown whilst City  of  Rome proceeded on her  lawful occasions.  

Captain Young, master of the City of Rome, has sent to Messrs., Henderson Brothers, the owners, the following the report respecting the alleged capture of his ship by gunboat Sandfly: Wednesday 15th August. 'After passing eastward of the Old Head of Kinsale with very fine weather and smooth sea, I sighted, about four or five miles of us, and rather on our starboard  bow, a vessel, which I at once to be a seemingly lying perfectly still, but with her bow pointing directly across our track. On nearing her I ordered our helm to be ported, in order to round her stern, when she immediately turned round with her head on the opposite tack. I then returned to my former course, and after coming well up to her, observed her showing the signal 'Show your distinguishing flags,' whereupon our number was immediately displayed at the masthead, and upon our coming close up to she put on a apart of speed, and we at distance of 300 yards on our starboard evidently doing her very best to keep with bat she was gradually dropped astern the rate of a quarter of a mile in minutes, when they stopped, fired a gun, and signalled with her flags 'Captured.' I at first thought they merely desirous of trying the speed of the gunbost against that of the City of Rome, and had no idea that her manoeuvres had anything to do with the naval demonstration until she fired her parting gun and signalled 'Captured.' The City of Rome steaming the rate of seventeen knots the time, and I think if the commander of the Sandfly meant to claim a capture of the City of Rome he should at least bare shown his power of  commanding superior speed, instead of dropping gradually astern during the trial. While she steaming after as and in our wake she was completely buried in spray from her bow, by the wash of the waves from our ship.'

Liverpool Echo, 23 August 1888.

There were 383 First, 327 Second  and 477 steerage passengers  aboard City of Rome by the time she  cleared Queenstown at 1:33 p.m. on 23 August 1888. It was  a slow  crossing and she did not pass  Sandy Hook until 2:00 a.m. on the 31st, 7 days 12 hours  out of Ireland. 

A difficult crossing was rendered  tragic by  the death, by  overheating, of  an American stowaway, who upon being discovered two days  at sea, was offered a job as a coal trimmer and signed on only to  discover the rigours of the job in the furnace like conditions of the stokehole of  an express Atlantic liner:

On Monday last, as the steamship City of Rome  was speeding along on her passage from Liveropol to New York, the passengers were stirred by the report that a coal trimmer had died during the night and would be buried at noon. When it was further learned that the man was a stowaway and had died from the effects of the heat in the stoke hole, where he set to work, there was not a little indignation among them on account of the treatment the man had received. The man's name was Charles Johnson, and he was an American, a citizen of Ohio. How he got stranded in Liverpool no one knows, but Capt. Young of the City of Rome says that the man was found stowing himself away before the ship left the Liverpool dock. The engineer happened to be one man short, and on finding Johnson, who was a stout, well-built man of 43 years, on board, offered to engage him as coal trimmer. Johnson agreed at once, Capt. Young says, and signed articles as a member of the crew, and his name so appears now. His duty was to shovel coal out of the coal I bunkers and work it forward to the firemen, who shovelled it into the furnaces.

Although a strong man, Johnson, it is admitted by all, was unequal to the task on account of the heat. Capt. Young says the man did not do any work after the first day, and that there is no way of compelling a lazy man to work in the stoke hole. However, the man was kept going through the motions in some way, or else be would not have died from overheating. 

At 1 o'clock on Monday morning a trimmer in going through the passage that leads from the firemen's quarters to the stoke hole stumbled over a man lying on the iron grating at the foot of the Iron ladder, and he straightway ran to notify the surgeon. The surgeon came down and found Johnson lying there. You have no idea how hot it was down there.' said the surgeon yesterday. When I came to bear my weight on my hand as clasped the iron railing by the ladder I let go as quickly as if it were red hot.  I thought I was fairly biistered. The temperature of the air was not less than 120°. had an awful time getting him out. We had to hoist him out with a rope. Then we took him on deck and thence to the hospital.

He was unconcious all the time. How he got there I could not learn. He probably fainted and fell as ho was going off watch at midnight. He was suffering from heat apoplexy and never regained consciousness. His temperature was 105  degs.

His skin was dry and burning hot to the touch. We did everything we could for him, I and an assistant-but he died at 6:50. It is not uncommon in the summer time to have men in the stoke hole drop unconscious from the heat. but they generally recover. Were there any marks or bruises about him. as though he had hurt himself by a fall or otherwise ? No.

It was the heat only that killed him. He had not been pounded by the engineers; neither had he been starved. His body was well nourished." The man told some of his shipmates that he had a wife and five children in Ohio. It Was supposed among the passengers that the man was weak from being unable to eat the ship's food. There was no charge that the food was insufficient in quantity.

Mr. Charles Ingham, a saloon passenger, tried to go down into the stoke hole to see how the men did their work. He was unable to do it on account of the heat. He thinks the temperature must run up somewhere near 175° down there.

The officers deny that the man was cruelly treated in any way, and say that  the heat sometimes proves fatal to those unaccustomed to it, as Johnson was, but  cannot  be avoided as steamships are now  constructed.

The Sun, 1 September 1888.

The death of a trimmer in the stokehole of the steamer City of Rome, who succumbed to the heat while  the vessel was at sea last Monday, is remarkable because it is the first case of the kind that has ever happened on the steamer. After the City of Rome left Liverpool, Charles Johnston, a native of Ohio, was found on the ship, where be had secreted himself in order to secure a passage to this country. The only vacancy in the ship's crew was in the engineer's department, and Johnston was articled as trimmer. 

Being unused to the work be soon succumbed to the excessive heat, and in a day or two after be undertook the work be was found unconscious by one of the crew. The man who was lying near the pile of coal he had been shoveling to the firemen, was immediately taken to the hospital, where restoratives were administered without the desired effect. He died in a few hours of what is known heat apoplexy, and was buried at sea the same day. There are in the City of Rome 11 engineers and 111 firemen. All of the latter in every voyage of the steamer are subjected to the same atmosphere to which the stowaway succumbed.

The New York Times,  2 September 1888.

Leaving New York at 6:00 p.m. on 5 September 1888, City  of Rome had 348 passengers (181  of whom were saloon)  and 209 bags of mail to her  credit.  Logging  6 days 19 hours  13 min. from Sandy Hook, she arrived at  Queenstown at  9:05 p.m. on the 12th.  Landing 50 passengers and 103  bags of mail there,  she  was off  for  Liverpool at 9:55 p.m. and docked there  the following  day.

From Liverpool on 19 September  1888 and Queenstown the next day, City of Rome headed  westwards for New  York with 1,100  passengers (737 saloon)  where she arrived at 11:00 p.m. on the  27th.   The death of a  passenger, Mrs. M. Posey, wife  of  Baltimore merchant John P. Posey, occurred on the crossing, sadly coinciding  with the deceased's 67th birthday. 

The returning Irish  cricket  team was among the  266 passengers (198 saloon)  sailing in  City  of  Rome  from New York at 5:00 p.m. on 3  October  1888, after a most  successful  tour in Canada  and the   United States.  City of  Rome put in  a 7-day 1-hour passage to reach  Queenstown at 2:30 a.m. on the  11th.  Landing  50 passengers and 117 bags of mail there, she proceeded  to Liverpool, arriving  there late  that  same day.  

Her final voyage  of 1888  found City  of  Rome  departing Liverpool on 17 October. She went  out in company  with  City  of Berlin,  Celtic  and  Lord  Gough, "all of them have a large company  of passengers, mainly  emigrants, and this morning,  in consequence  of this  exodus of  both  Germans  and English, the Prince's  Landing  Stage,  capacious  as it  is,  was scarcely adequate for  the traffic. At this  time of  year  such  a tide of emigration is  unusual, the season generally ending  with the  summer months." (Evening Express, 17 October).  On departure from Queenstown at 10:00 a.m.  The  following  morning, she  had 793 passengers aboard for New York.  She passed Sandy Hook at 3:20 on the  25th and was off  Quarantine by 5:00 p.m., her passengers coming off by tug. 

Ending her  season, City  of  Rome left New  York at 5:00 p.m. on 31 October 1888 with 262 passengers, 147  in saloon, and 75 bags of mail.  Crossing in 7 days 4  hours, she got into  Queenstown at 6:50 a.m. on the 7th where  she landed 40 passengers and all her mail before  proceeding to Liverpool at 7:10 a.m.. 

In 1888, City  of Rome completed eight westbound and eight  eastbound crossings.

Splendid  study  (by  Francis Frith  &  Co.) of City of  Rome in the  Mersey. Credit: National Maritime Museum.

1889

The first  sailing  lists  for City of Rome's  singlehanded Liverpool to New  York  express  service for 1889  appeared on 16 March with  the first two sailings  from Liverpool on 17 April  and 15 May. 

The advent  of Inman Line's new City of Paris and City of New York not only  introduced a new era of the  trans-Atlantic liner in all aspects but inspired, by schedule  contrivance, a remarkable era of literal "races" between the pair and all comers between Queenstown and New York  that  captured the  press and public attention like none  other before or  since. 

The Anchor Line steamship City of Rome (8144 tons), Captain H. Young, left the Mersey on Wednesday evening for New York, via Queenstown. This large and magnificent steamer is now on her first ran to the West this season, and is to be on the Liverpool and New York route till the end of the year. During the past winter months the City of Rome has been undergoing extensive alterations in her accommodation for all classes of and various improvements to add to the comfort of passengers have been effected.

The City of Rome maintains the position of being a general favourite in the Atlantic trade amongst all classes of passengers, and this is evidenced by the vary large number of persons who are now on board of her bound to the New World. Leaving Queenstown on about noon, the City of Rome will have over 60 saloon, 250 intermediate, and 1000 steerage passengers.

The Herald, 19 April 1889.

Resuming her trans-Atlantic service upon departure from Liverpool on 17 April 1889, City of  Rome (Capt. Hugh Young) unwittingly also started her first "racing season" with City  of New  York with both  departing Queenstown within minutes of one another the  following day: the Inman racer clearing at 3:30 p.m. and City of Rome ten  minutes later with  Germanic and Trave also  sailing the same day, all New York-bound. Making  it no contest, City  of New York passed  Sandy Hook at  1:07  a.m. on the 25, logging 6  days 14 hour 12 mins.  City of  Rome passed Sandy  Hook at 4:00 p.m. that day, vanquished by  10 hours, and even the  New  York papers had a hard  time  convincing their readers it  was  an even match.   The new Inman flyers were "6 and three-quarters crossers" and their  erstwhile former fleetmate a "7 and a bit" reliable and not  until White Star's Teutonic and Majestic came on line  later that  year, did they  have real competition. Among City  of Rome's arriving passengers were 1,122 immigrants, part of a total of 10,223 who  left the Mersey  in  14 ships in a  single week.  

City of  Rome  and  City  of  New York  had another  chance to "race,"  both departing New  York early  on 1 May 1889.  Making it  across in the good time of 6 days  20  hours 48 mins. from Sandy  Hook,  City of Rome arrived at Queenstown at 10:40 a.m. on the 8th, about six hours later than her  Inman rival.  She came in with 196 First, 129 Second and 172  steerage passengers.  "The magnificent steamer has just made her  fastest passage  from New York to Queenstown, where  she arrived  art  10.40 on  Wednesday  morning, having left  New  York on the previous  Wednesday forenoon." (The  Herald, 9 May). Many of her passengers  were  bound  for  the  Paris  Exhibition. 

There were no shortage of passengers during the  traditional busy emigrant season in late spring/early summer  and  City  of Rome's  15 May 1889's departure for New  York  from Liverpool  (and Queenstown at 12:40 p.m. the next day)  took out 1,100 passengers including 260 saloon.  She passed Sandy Hook at 9:25 a.m. on the 23rd after a  crossing of  7 days 1 hour 50 mins.  Once again  she crossed over with City  of  New York and there was a close enough  contest between the  pair  (a 21-minute difference in arrival time off Sandy  Hook) to  elicit  the  attention of The  Sun:

On Wednesday the steamship City of Paris smashed all the records for eastward transatlantic voyages, and yesterday City of New York, her sister ship, beat the City of Rome of the Anchor line across the ocean from Queenstown to New York in a race about which some interest had been aroused among steamship men. The City of Rome left Queenstown, westward bound, at 11:53 A. M. May 16. The City of New York was several hours later not passing out until 7:03 P. M. on the same day, The race over was a closer one than the start would indicate, for the two vessels got to Sandy Hook only twenty-one minutes apart, the City of Rome coming in first at 9:25 A. M. yesterday and the City of New York following at 9:46 a.m.. The actual time of the passage was for the City of New York 6 days 19 hours and 39 minutes, and for the City of Rome 7 days 1 hour and 35 minutes. Neither is anywhere near the record.

The runs of the City of New York were: First day, 335 miles: second. 412: third. 372: fourth, 484; fifth. 456: sixth. 424: to Sandy Hook, 400.

The City of Rome made the following record: First day, 410 miles: second. 868: third. 383: fourth. 423: fifth, 419; sixth, 417: and to Sandy Hook, 420.

The Sun, 24 May 1899.

There was suicide aboard the  ship on arrival  at Queenstown when a Second Class passenger, Henry Zyderman, jumped over  the side at 8:00  a.m. and drowned  before a boat could reach him. 

Outbound from New  York on at 7:00 p.m.  29 May 1889, City of Rome, with 831 passengers (590 saloon),   and City of New York followed 36 minutes later. City of Rome arrived  at Queenstown on 5 June after crossing from Sandy  Hook in 6  days 21 hours.  "The City of Rome’s passengers who landed hero speak in the highest praise of the great comfort on board the well-known Anchor Liner, and according to the experience of practical gentlemen she is, without doubt, one of the finest sea boats afloat. Two days after sailing from New York, on the present passage they sighted in latitude 41.56 N, longitude 57.59 W, a derelict vessel of American build, timber laden and waterlogged, and Sunday last  a 5 p m, in latitude 46.49 longtitude 41.09 W, passed a large iceberg, on which day and Monday a heavy gale was experienced, but with which exception the weather was moderate." (Cork Constitution, 7  June 1889).  After landing 160 passengers  and mails there, City  of Rome  proceeded  to Liverpool.

Amidst a strike by  the Seamen's and Firemen's Union  threatened  to hold up City of Rome's  12 June 1889 departure from Liverpool due to  the difficulty in signing  on  non union  crew in time. She finally  signed on sufficient crew to depart  on time, but still short firemen, but  was able to sign on seven  at  Queenstown to proceed to sea at  2:15 p.m. with   good list of 575,  including 240 saloon passengers. She had City of New York following  her  as well, City of  Rome passing  Sandy  Hook at 12:15 p.m.  on the  21st and the Inman liner at 4:07  p.m.

Mersey-bound  at 6:30 p.m. on 26  June 1889, City of Rome went out with  883 passengers.   She made  Queenstown  at 8:30 p.m. on 4  July and arrived at Liverpool the afternoon of the  5th, coming with  City of New York and  Germanic. 

There was no end to the strike among seamen and firemen, again    risking the timely dispatch of City of Rome from Liverpool on 10  July  1889. The day before sailing, 100 of her union  firemen walked off when  the expected settlement of the strike  failed to materialise. In the  end, Anchor  Line  scoured the waterfront for  replacements and she got away  on schedule, her passenger list including 365 saloon,   as did  Germanic, City of Chester and Lord Gough,  taking out 2,500 English,  German and  Jewish emigrants. During  the ensuing  call at Queenstown the following  day, "a  gang of union men boarded the vessel and a  bloody fight between the rival firemen. Several of the  'scab'  workmen were  seriously injured,  and John Schultz was so cut up by knives in the  hands  of the union men  that  he  was removed  from the  vessel to  a  hospital in Queenstown hovering between  life  and death. The whole band of union  men were  taken in  irons  from the steamer  on a tender  to the  Queenstown jail."(The Sun, 20 July 1889).  City of  Rome  cleared Queenstown at 2:10  p.m. on the 11th for New York where she  arrived at 7:30p.m.  on the 18th.

Among those embarking  City  of  Rome at New York on 24  July 1889  were fifty American  craftsmen going to  the Paris  Exhibition, their whole  trip  paid for  journalist Edward  Scripps.   Sailing  at 10:00 p.m., she  went out with 634 passengers  and  76 bags of mail and got into Queenstown at 5:30 a.m. on 1 August.

One of  the more memorable dates in the history of  the  British Merchant  Navy  in the  late  Victorian Era-- 7 August 1889-- witnessed  the simultaneous departure from Liverpool of  the new Teutonic, on her maiden voyage to New  York immediately after  her  epoch-making  appearance in her  alternate  role as an armed merchant  cruiser  at Spithead with Kaiser Wilhelm II and the Prince of Wales aboard; the  Inman City of New  York and Anchor's City of Rome for New  York. It was the apogee of  British  engineering and enterprise  on the North  Atlantic ferry.   Of course most of  the attention was focused  on the  new White  Star flyer  and the  supreme City  of  New  York, but  City of Rome earned  the  right  to be in such company and had a fine  passage. 

Calling at  Queenstown on 8 August 1889 at 8:30 a.m.,  City of Rome resumed passage to New  York  at 10:30 a.m. with "a full complement of passengers, including  550 cabin…"(Liverpool Echo,  8 August).  She  got the head start on City of New York (1:30 p.m.) and  Teutonic (2.05 p.m.): "Immediately after the trio cleared the harbour  yesterday they observed  to steam full speed ahead, and  there is no  doubt but the commander  of each steamship will endeavour to  accomplish the swiftest passage across to Sandy Hook." (The  Herald, 9 August).  City of Rome had "a near miss" in  heavy  fog  off Newfoundland with  the White Star cargo  ship Tropic on  the 12th: 

Credit: New York Tribune,  16  August 1889.

The City of  Rome, which arrived  from Liverpool yesterday, had  an exceedingly narrow  escape  from a collision on Monday  last, while  steaming through  a dense fog, east  of Newfoundland. The  steamer  had  been blowing her fog whistle  all the  morning, but  no  response  had been given to it  until near noon, when suddenly another steamer's whistle was  heard  on the  starboard  bow, and  apparently  very  near. The  passengers  on deck jumped to their  feet at  once and rushed  to the side  of the  ship,  when to their alarm and  consternation out  of the  fog emerged the bulky  form of another steamer, not more than one hundred yards away, and bearing directly  down upon the Rome  amidships.

A  terrible disaster  seemed inevitable, for if  the steamer had struck  the Rome she must have  crushed directly into and through her side.

The Captain, who was on the  bridge, had slowed down the  speed of  the Rome when he heard  the other steamer's whistle; but  as soon as the vessel appeared from the  fog,  he  gave  the signal for full speed. The other steamer (the  Tropic)  appeard to answer her helm as quickly,  and began to shear off as she neared  the  Rome. A  moment  of suspense followed,  while the Tropic approached nearer  and  nearer the side  of  the Rome, while every second  seemed an hour to the excited passengers.

A  great  shout of  relief and thanks went up  when they  saw  that a collision had been avoided, although  the  Tropic  passed within  fifty  feet of  the  stern of City  of Rome, still bow  on.

Had the officers of either steamer made the slightest blunder or had they  not  acted with the intelligent promptness they did  a collision would  have followed. The passengers  of  the  City  of Rome held  a thanksgiving service before  reaching port.

New York  Tribune, 16 August 1889.

Credit: The New York Times, 17 August 1889.

On arrival at New York, Captain Hugh Young discounted  some of the more sensational reporting of the  incident:

The officers of the City of Rome and the agents of the Anchor Line, to which that vessel belongs, were much astonished to read in some of the morning papers yesterday an account of thrilling escape which their ship had had from collision and destruction on her wag over. This account stated that on last Monday afternoon, when 150 miles off the Banks, while thick fog hung over the ocean, another steamer had appeared out of the clouds which surrounded the Rome, and had come toward her as if bent on cutting her in two. At this juncture the Rome's engines, which had been slowed down previously, bad been started up and enough progress made to barely escape the sharp prow of the approaching vessel. The shave was a very close one, it was claimed; 80 close that women fainted at the sight, strong men turned a sickly hue, and most iliterate steerage passenger was able to read the name of the passing steamer as she bummed by under the stern of the City of Rome. It was the steamer Tropic.

Capt. Hugh Young of the City of Rome, when asked yesterday about this fearful adventure, smiled and said: 'This is the first time I have heard that any one was frightened on board the City of Rome. If any one fainted away no one informed me of it, and I was singularly ignorant of any such excitement as you speak of. The truth of the matter is this: On Monday afternoon at 3 o'clock, when 150 miles east of the Banks, I sighted the Tropic, 1,500 feet away on the starboard side. We were going at half speed on account of the fog. When our whistle was blown the officers of the Tropic apparently mistook the signal or the quartermaster at the wheel steered in the wrong direction. At any rate, she changed her course so as to approach ours instead of going away from it. We did not change our course at all, and the Tropic came on and crossed our wake fully 400 feet astern. We were at no time nearer than 400 feet, and It   was with difficulty that we made out the name of the vessel, even by the aid of glasses, There was no excitement on board at all, and our passengers good-naturedly cheered the Tropic as she passed us.'

Several passengers,however, aver that the Tropic was within twenty feet or the City of Rome, and that it was only because the engines of that ship were put to their utmost speed that a collision was averted.

The New York Times,  17 August 1889.

Leaving Teutonic and  City of New York to  vie for speed honours (here,  the White  Star liner logged the fastest time yet for a maiden voyage but the Inman flyer still beat her across), City of  Rome passed Sandy Hook  at  2:40 p.m.   on 15 August 1889.  "The City of  Rome brought up the  end of the  trans-Atlantic race  yesterday… the  Rome is  a seven day's boat, and, of course, could not  at any time have  been considered in the race."(New York Tribune). 

By this time the five ocean liners which sallied down past Liberty yesterday all in racing trim are well out in salt water,  ploughing towards Queenstown. It will be a great struggle, but with the City of New York and fleet Teutonic in the party the Saale and City of Rome are apt to have simply a pleasant tussle for third place. This ocean steamship rivalry furnishes about the fairest racing of this degenerate age. How long before the gamblers will turn it to account?

The  Evening World, 22  August 1889.

Late summer of 1889 and New York went wild  over ocean liner "racing,"  spurred by  schedule coincidence, the advent of the new White  Star flyer  Teutonic and having, at least, three  of  the  fastest and  most famous  ships  departing  the  port together every  month:  City  of  New  York, Teutonic and  City  of  Rome with a few lesser contenders  thrown into the  bargain.  It was perhaps flattering that City  of  Rome was  considered  a "contender" if  only  to fill out  the racing card but it ensued she was "in the news" that summer.

So it  was that the afternoon of 21 August  1889 City of Rome, Teutonic and City of  New York left New York  and "off  to the races,"  Queenstown-bound. "The City of Rome 'ain't  in it,'  as the sporting  fraternity  would say, yet Capt. Young thinks  otherwise, and said yesterday he  was  going to  do  his best  to keep  his  magnificent vessel  in sight  of the  other two." (New York Times, 22 August.  City of New York sailed first, at 2:00 p.m., followed closely by  City of Rome and Teutonic. Whilst the two took out their  fair share of  Gilded Age society, the Anchor liner's passenger  list  was filled  out  by a large group of Methodist preachers  off  on a ten-week trip  to  the Holy  Land, as well as the famous Australian "colored pugilist," Peter  Jackson. City of Rome passed the  New York bar at 4:00 p.m., already number three  in clearing  for  the open Atlantic.   She arrived at Queenstown at midnight  on the 28th, a distant third in the  contest and  largely  ignored  by the British press except the Liverpool Echo:

Three weeks ago yesterday three of the crack Atlantic liners of the port left the Mersey for New York, and in yesterday's Echo we recorded the fact that one of them was within sight of these shores on the return voyage home. The Atlantic greyhounds, which as they lay in the Mersey on the day of their departure attracted the attention and admiration of thousands on the ferryboats and Landing-stage, were the Inman steamer City of New York,  the White Star steamer Teutonic, and the Anchor liner City of Rome. These three noble vessels may be said to symbolise the three kingdoms of England, Scotland, and Ireland. The City of New York was built on the Clyde, the City of Rome at Barrow-in-Furness, and the Teutonic at Belfast.

Liverpool Echo, 29 August 1889.

Among those embarking  City of  Rome at Liverpool on 4  September 1889 was the returning party  of  American craftsmen sponsored  by  the  Scripps  League of Newspapers after their  visit to  the  Paris  Exposition.  Following her call at Queenstown the next morning, City  of Rome cleared  for  New  York at 11:30 a.m. with  450  First,  260 Second  and 400  steerage passengers.  She got into  New  York on the 13th at 5:00 p.m. and owing to an extraordinary lack  of suitable  pier  space, had  to anchor in  midstream in the North  River off  58th Street and  land her  passengers by  tender. 

The steamer City of Rome left Quarantine last evening about 5 o'clock, but was unable to land at her pier, as the steamer Hammonia, which arrived early in the morning, had taken her place. So she steamed up to Fiftieth Street where she cast anchor and was met by a tugboat, which landed her passengers. This was a work of several hours, as there were 1,400 he people on board, and it was almost midnight before the last passengers were landed in the city, The voyage over was comparatively pleasant until the vessel met the storm raging off the Eastern coast.

New York  Tribune, 13 September  1889.

"Four ocean racers left this port yesterday only a few moments apart," reported  the  New York Times as  Teutonic,  City of New York, Saale and  City of  Rome sailed the  afternoon of 18 September  1889, spoiling  for another  thrilling ocean race, at least between the  first  two  vessels. With 385 passengers, including 245  saloon,  City of Rome made Queenstown at 3:30  a.m. on the 26th where  she landed  70 passengers and  a small quantity of mail before proceeding to Liverpool.

On her last  voyage  of  the  season, City of  Rome, from Liverpool on 2  October, had 950 passengers (only 50 saloon) aboard on departure from Queenstown at 10:30 a.m.  on the 3rd. She  went out  with  Teutonic  and  City  of  New  York again and several hours ahead  of  both  but  her  lead was gone by  the  following  day and City  of Rome arrived  off Sandy Hook  at 2:15 a.m. on the  11th. Among those landing was James  Bell, owner of  the  racing yacht  Thistle  and contender for  the  America's Cup  race. 

One of the more extraordinary entertainment enterprises of the  age  was  the  presentation  of P.T. Barnum's famed "Greatest Show On Earth" for  a 100-day engagement  at  Olympia, Kensington, London that late autumn and winter.  Entailing  a $3 mn. investment, 380 horses and many  exotic animals as well as  1,200 actors  and show people, it  was  of  the greatest  trans-Atlantic  logistical feats of  its era, and a perfect  cap to  the career of  the 81-year-old Barnum.  He went out in City  of Paris  on 12  October 1889 and  an advance  party  had gone  over in City of  Rome on her  previous eastbound crossing. Anchor's  Furnessia took 240 of  the  circus company  and the animals  from New York on the 14th and another  160 sailed in City  of Rome on the  16th.

City  of Rome cleared  her  North  River  pier at 10:00 a.m. on 16 October 1889.  In addition to  be her last crossing of the season, it  was  notable  for including  a novel, experimental call after  Queenstown at Milford  Haven,  to land  passengers (primarily her P.T.  Barnum  groups) before  continuing  to  Liverpool.  

Credit: The Herald, 25 October 1889.

After  calling at  Queenstown on the morning  of  24 October 1889 (5:30 a.m.-9:20 a.m.), City of Rome proceeded  to Milford Haven, where she arrived at 5:28 p.m. that day. Thirty passengers were landed there by  tender by 8:30 p.m. and they  departed  by  train at  10:20 p.m. to reach London at 4:35 a.m.: 

The Anchor Line steamer City of Rome arrived in Milford Haven yesterday evening, bringing amongst the other passengers from New York the principal performers in Barnum's Show. Additional interest centered in the steamer's arrival from the fact that the advantage or otherwise of the Milford Haven route was being put to the test, The City of Rome generally makes the journey from Queenstown to the Mersey bar in 13 hours, and provided  she can enter the river without delay she gets to her station in two hours more. The vessel started from Queenstown at five minutes to ten yesterday morning, and was met in Milford Haven by the steam tender Gail,  belonging to the Great Western Railway Company. Several steamers crowded with people accompanied the Gail, this occasion being regarded quite in the light of a holiday by the inhabitants of Milford. The City of Rome expected to arrive at the mouth of the Haven at half-past four, bat it was not until was 5.28 that she was sighted coming round St Ann's Point, and three-quarters of an hour more had elapsed before the tender was made fast to the side of the huge liner.

It then transpired that the City of Rome had steamed from Queenstown at the rate of only sixteen knots an hour instead of eighteen, her usual speed, The liner proceeded to Liverpool, and the passengers who wished to land at once were  conveyed in the tender with their luggage to Milford. Captain Hugh Young, of the City of Rome, when asked for his opinion as to the advantage of the  new route, said spoke that very favourably of it. passengers travelling by it could get to London beforethey could leave Liverpool by the old route.

About thirty passengers who had booked for Liverpool exchanged tickets for the Milford had route, the steamer arrived in broad day and probably more would have done so light. On arriving in the docks, the passengers were enabled to step off the tender into a large warehouse fitted up for the examination of baggage by the Customs and a special train was waiting close by. The work of examining baggage was accomplished in an hour and five minutes, and the train started for London at twenty minutes past ten. It was expected that the journey would occupy six hours and a quarter.

 

The Herald, 25  October 1889.

Mr. James Henderson, of the firm of Henderson Bros., managers of the Anchor line, the owners of the City of Rome, was interviewed yesterday by a Press representative with a view of ascertaining the opinion of his firm in regard to the recent experiment of calling at Milford Haven. Mr. Henderson expressed a strong disinclination to enter into the wetter. He said, however, with emphasis that he might make one statement, which was that Liverpool had nothing whatever to fear from the competition of Milford.

Liverpool Echo, 29 October 1889.

In 1889, City  of Rome completed seven westbound and seven  eastbound crossings.

City of Rome coming to Milford  Haven, Wales, in October 1889. Credit: The Graphic, 2 November 1889.

1890

On 7 February 1890 Anchor published  the first advertisements  for  City of Rome's  Liverpool-New  York  express service with  departures now programmed  for  every fourth  Saturday from Liverpool starting 22 March. Continued labour unrest, however, resulted  in the announcement on 12 March that the sailing would be  "postponed' wing to the  "difficulty in obtaining  labourers  to load" the  vessel. The departure was cancelled  two days later and 19  April reset for  the  first  trip of  the season.  More union issues delayed  preparations  to  get  City of  Rome prepared and coaled, lying at Birkenhead's Great Float to the extent that Anchor Line engaged her  own crew  to do most  of  the  work. 

Credit: The Herald, 7 February 1890.

This evening the Anchor Line steamship  City of Rome, under  the  command of Captain  Hugh Young, leaves  the Mersey for  her first  voyage of the  season to New York. She was to  have sailed  on March 22nd, but she  was delayed  in consequence  of the dock labourers' and coalheavers'  strike.

Liverpool Echo, 19  April 1890.

With 100 First, 250 Second and 750  steerage  passengers, City of Rome (Capt. Hugh Young) departed Liverpool   on 19 April 1890 and after calling  at Queenstown  the  next day  (12:00-2:10  p.m.)  went out  with  1,200 passengers.   She got into New York at 12:26 a.m. on the  28th.  During the  ship's  turnaround, her  purser, John Mackay, was married  to  Miss  Eliza J. Patterson, of New York City, and they  sailed on their  honeymoon on her  return crossing.

Her New York departures  now also programmed  for  every fourth Saturday, City  of  Rome sailed at  6:00  p.m. on  4 May  1890, with 616 passengers. It  was also a chance to  do a little  ocean racing, this  time  against Cunard's Aurania:

A neck-and-neck race across the Atlantic has just been finished. Two of the crack 'Ocean Greyhounds,'  the Canard steamship Aurania and the Anchor line steamship City of Rome, left the United States on Saturday a week ago. The City of Rome left New York City at 5 p.m., and chased the Aurania, which vessel left her duck in the same city at 4 p.m. The two racers hardly lost sight of each other for an hour, throughout the whole passage but the City of Rome soon passed the Aurania, and the last mentioned vessel was for the main portion of the voyage five miles astern of her rival. At Browhead the City of Rome led by ten minutes only, but upon reaching the Mersey seven o'clock last night she had a lead of fifteen minutes.  The most intense excitment prevailed on board both vessels during the race.

Bets were freely exchanged on all aides, and large amount of money changed hands on the result. While the steamers were surrounded by fog on Wednesday they passed a number of large icebergs.

Liverpool Echo, 12  May  1890.

City of Rome  made Queenstown at 3:15 a.m. on  11 May  1890, getting into  Liverpool that afternoon. 

Credit: The Sun, 19 May 1890.

The Anchor line steamer City of Rome, Capt. Young, sailed from Queenstown at 12:30 p. m. to-day for New York. The Guion steamer Alaska, Capt. Murray, sailed at 1:20 p. m., and the Cunard steamer Aurania, Capt. Dutton, at 2 p. m. All went ahead at full steam directly they cleared Queenstown harbor. There is heavy betting on the result of the race.

The Sun, 19 May 1890.

Going out in  fast company with Guion  Line's Alaska and White  Star's  Teutonic, City of Rome cleared Liverpool on 17  May 1890 and Queenstown the next day  at 12:30 p.m., with 682 passengers aboard.  City of Rome beat all comers, arriving  at New York the evening of the 25th, besting Aurania by 39 mins. and Alaska by over two hours.  City of Rome passed Sandy Hook lightship at 3:30 a.m., logging 7 days 7 hours  22 mins; Aurania passed at 5:45 a.m. for  a run of 7 days 8 hours 5 mins.;  and  Alaska passed at 7:48. a.m. for  a time of 7  days 10 hours 48 mins. 

Capt. Young of the City of Rome says that May 20 a very severe northerly gale set in and continued nearly twenty-four hours. The seas were very high and frequently broke over the decks, driving the spray against the forward smokestack until it became coated with salt. On the 22d five icebergs were passed. The days' runs of the Rome were: 19th, 382 miles: 20th, 391; 21st, 340; 22d, 401; 23d, 415; 24th, 398; 25th, 413, and 71 miles to Sandy Hook. May 22 Capt. Young saw the smoke of a steamer some distance to the southward which he at first thought might be from one of the rival steamers, but he was unable to identify it.

New York Times, 26 May 1890.

City of Rome had adventures aplenty  aside from her good steaming  across:

There was a serious row aboard the City of Rome, just after she left Queenstown. There were 682 passengers aboard, among them being over thirty cattlemen who were returning to this port. 

The trouble occurred on the spar deck. James T. Curran. one of the cattlemen, had been particularly boisterous on the trip over and he had been advised to keep quiet. According to the stories told by bystanders Michael Brennan, one of the firemen, was standing near the rail when Curran suddenly whipped out a weapon -some say it was a knife and others think it was a razor -and stabbed Brennan in two places, one of them narrowly missing his heart. Another fireman, John Jones, jumped to his comrade's assistance and Curran struck him on head, inflicting a large contusion over the right ear. 

Curran was overcome by the other firemen and when the ship reached the dock he was given in charge of the police. He says he  resides at 155 West Sixty-first street, this city. It is said that the cattlemen created great deal of alarm all the way over by their disorderly conduct. They amused themselves by getting drunk and firing their revolvers. 

Surgeon Belcher, who was seen by an Evening World reporter this morning, said that Jones was greatly improved but was still in some danger: Brennan passed the night easily, but in a serious condition and there was danger that he might die.

The Evening World, 26 May 1890.

Three big steamships, all with records speeders before this era of twin screws, passed as through the Narrows into harbor before sunset yesterday after a race of 3,000 miles from Queenstown. The trio turned off Roche's Point. as they rounded, westward on the afternoon of May 18 in order: City of Rome, Anchor line, 12:30: Alaska, Guion line,1:20, and Aurania, Cunard line, 1:56. The giant City of Rome vanquishing the Aurania by only 39 minutes, and the Alaska (once the proud bearer of the ocean record) by more than 2 hours, None of racers was ever in sight of another after they, left Queenstown. They were run for pretty much all they were worth. as all made much better time than they usually make at this season, when the ice compels them to take long southerly courses.

The Sun, 26 May 1890.

Twenty of City  of Rome's crew appeared at witnesses  at the Jefferson Market Police  Court in the came of  James F. Curran, on 30 May  1890, the day before she sailed for Liverpool at 5:00 p.m. with 268 First, 246 Second and  302  steerage passengers.  Her arrival on "the other  side" on 8 June was  abrupt  and nearly  catastraphic  when she  ran onto  Fastnet  Rock in  dense  fog  around  4:00 a.m.:

The Press Association Queenstown correspondent telegraphs that the Anchor Line steamer City of Rome, from New York, with nearly 1000 passengers, arrived at Queenstown yesterday, and reported that at an early hour that morning, during a dense fog, she ran on the Fastnet Rock, and had a narrow escape from shipwreok. Terrible excitement prevailed amongst the passengers.

 The telegram states that the vessel made the land going slow in a dense fog at four a.m., and although soundings were being taken continuously the Fastnet Rock was struck bow on. The vessel's forefoot got-on to the rock, and but for the promptitude displayed in reversing the engines, another great marine fatality would doubtless have bad to be recorded. According to accounts furnished by passengers, the steamer trembled all over, and for a time great alarm prevailed on board.

The density of the fog added to the alarming character of the situation for the passengers; but the assurance of the commander and officers that not the slightest danger existed restored quietude. The Fastnet Fock is situated about three miles from land. The precise extent of the damage will not be ascertained until the ship docks at Liverpool; but the stem of the City of Rome is broken and the peak tank is full of water. The City of Rome left Queenstown at eleven a.m. for Liverpool, proceeding at half-speed.

A later telegram from Queenstown says it is but bare justice to Captain Young to state that not for the very careful manner in which he navigated his vessel when approaching the Irish coast during a  dense fog a terrible disaster would have taken place, and probably several hundred lives would bare been sacrificed. As it is, the steamer and the 1000 persons who were on board have had an almost miraculous escape. 

From the saloon passengers landed at Queenstown the following particulars have been obtained. The City of Rome left New York on the afternoon of Saturday, May 31, for Queenstown and Liverpool, with 268 saloon, 246 intermediate, and 302 steerage passengers, and a general cargo. Up to Wednesday, June 4, remarkably fine weather was met with.

After that date, however, the steamer encountered strong easterly gales, and passed seven large icebergs. The weather became very thick on Saturday night, and, as a consequence the steamer's speed was reduced, and she  was navigated with great care. Yesterday morning, at four o'clock, the fog became very dense, and Captain Young, who was on the bridge, gave instructions to have soundings taken every few minutes, and the vessel's powerful steam whistle kept blowing. With these precautions the City of Rome was steaming along slowly when the man who was using the lead shouted that they were running into shallow water. Captain Young, immediately gave orders to stop and reverse the engines full speed astern.

The order was at once obeyed, and the steamer's speed checked. Her  prow, however, struck Fastnet Rock, which caused the vessel to shake from stem to stern, woke the sleeping passengers, who rushed on deck to ascertain what had occurred. The female passengers excitedly demanded information as to the nature of the accident, and on being informed that the steamer had struck the Fastnet Rock many of them became much terrified. 

Meanwhile the steamer had been backed off and the boats cleared for lowering if necessary. Captain Young then had the pumps sounded, and announced to the relief of all on board that no danger need be apprehended. Subsequently, however,  further examination was made, and it was discovered that the lower part of the steamer's iron stem was broken, and that water had rushed in and filled the forepeak tank.

The saloon passengers presented an address to Captain Young when off the harbour, commending him for the careful and skilfal manner in which ho had navigated the steamer, and for having thus averted what might have been a terrible calamity.

Liverpool Mercury, 9 June 1890.

Once clear, City of Rome  proceeded  to Queenstown where she  arrived at 10:00 a.m. and after landing 133  passengers and mails, sailed for  to  Liverpool at 11:05 a.m..

Credit: Liverpool Mercury, 10 June 1890.

The Liverpool Mercury  provided  an eyewitness account from passengers  aboard, the Rev. John Dolan of New York,  who landed  at Queenstown:

We had passed Sandy Hook at five minutes to five, and most agreeable weather for four days. On June 5 however a sudden change came on, and that evening it blew a gale from the north east, with heavy head seas. We had journeyed across 1814 miles of water, and were in fall expectation of sighting the Irish coast before nightfall on Saturday; but the weather became more stormy. On Friday, from 380 came miles, which was our previous average daily run, the log only recorded 349 miles. One day we passed seven immense icebergs, Saturday set settled in hazy, and as the night advanced a fog over the waters, and the steamer's powerful steam horn was kept blowing at intervals. I cannot explain the reason, but nevertheless it is true that all Saturday night I had a strange presentiment that something was about to happen, and I could not sleep for an hour. 

A few minutes before five this (Sunday) morning I jumped out of not my berth, and had scarcely done so when I felt a tremendous shock, and the steamer's immense frame shivered from stem to stern. I at once came to the conclusion that we had collided with another vessel, and, after hastily dressing myself, came out of my compartment. In the corridors I met numbers of the passengers (ladies and gentlemen) rushing excitedly to the of the companion-way other to get  on deck, each one one inquiring what  had happened.

I also hastened on deck forward and found of that the fog was so dense that the part vessel could not be seen. Captain Young was, however, at this point on the bridge. The steamer was going slowly astern, and the passengers were crowding on deck in great numbers. I asked one of the officers had we been in collision, and he hurriedly informed me that we had ran onto the Fastnet  Rock. He said to that the for some hours previously owing the density  of the fog, Captain Young had the steamer kept going at a slow speed, and that as an additional precaution soundings were taken repeatedly; that a few minutes before five the seaman in charge of the lead reported we were running into shallow water, and that Captain Young at once had the engines reversed at full speed, when almost at the same moment the steamer crashed against the rock. He said that the consequences would  have  something terrible had there been any way on the steamer ship and all aboard would have been something when she struck. By this time every passenger aboard was on deck, and although there was no panic, it was nevertheless true that there was intense excitement, as the extent of the damage to the ship was not yet known. An order to clear away the boats was attended to by the crew, whose discipline on the occasion was really a credit to the Anchor Company. The pumps had meanwhile been set going, and an examination made of the forward part of the steamer disclosed that part of the massive iron stem far below the water line, which bad struck the rock, was smashed, and that water had rushed in, filling the fore peak tank. The passengers having been informed that the damage to the bow was not of a serious nature, had all excitement soon ceased, and after the steamer been backed off a considerable distance from the land she was again put on her course for Queenstown at all speed, where we arrived at ten a.m., thankful to the Almighty at having had such a narrow escape.

Approaching Cork Harbour the saloon passengers presented an address to Captain Young, conveying the thanks and gratitude of all the passengers to him for having, by his careful and skilful navigation of the City of Rome, under difficult circumstances, averted what might have been a terrible disaster.

Liverpool Mercury, 9 June 1890.

The City of Rome has become such a household word in connection with the Atlantic trade there are few persons who will not hear without concern of the narrow escape which that vessel her large complement of passengers have just had. On the other hand, the greatest satisfaction what might have been a most disastrous calamity' being in fact reduced to a mere accident simply through the praiseworthy and judicious manner in which the vessel was navigated through the thick fog surrounding her must also be felt, not only by her owners by the numerous friends and relatives of persons on board, numbering in all nearly 1000, but by the public in general. The accident least affords conclusive evidence that the popular idea that the Atlantic liners, whether in fog sunshine, plough their way unfettered with sole object of making a quick passage is erroneous, Had it been otherwise, and the City of Rome, with her screw revolving at full speed, had dashed her graceful prow on these formidable rocks known as 'The Fastnet,' the thought of what might, have been is dreadful. Suffice it to say that, far as is at present known, the stately vessel received injuries which can soon be put to rights, and her hull practically remains intact.

Liverpool Mercury, 10 June 1890.

City of Rome docked at the Alfred Dock, Birkenhead at 4:00 p.m. on 9 June 1890. A quick examination showed that the  several plates of the  fourfoot had  been started above  the waterline, "but otherwise there appeared to be no  serious damage done." (Evening Express,  9 June).  After her cargo was discharged, she went into the  Wallasey graving dock the  afternoon of  the  10th where it was quickly determined that  the  damage was far more serious  than first  ascertained:

The graving dook which the City of Rome entered yesterday was pumped dry by an early hour this morning when the full extent of the damage she sustained on the Fastnet was exposed to view. The injuries she received are much more serious than anticipated, the prow of the vessel being torn away for about twenty feet from the keel, the damage extending about the same distance laterally. Thehole in the front of the magnificent vessel is an ugly one, and nothing but the promptitude with which her compartment sliding doors were put into operation could have saved the vessel from going to the bottom when she got off the rocks.

Quite an army of men are engaged on the repairs, which it is feared cannot be completed within a couple of weeks, all hope of the City of Rome sailing on her appointed day next week bas therefore been abandoned, and it is understood that the Anchor liner Furnessia will take her place on the station.

Meanwhile, while the repairs we being carried out, the discharge of the remainder of the cargo is being effect, this being composed to  a large extent of frozen meat. It is stated that before going on the Fastnet there were a couple of schooners in the way of the steamer, and that it was whilst trying to got clear of these that the City of Rome got on the rock. It is farther alleged that notwithstanding the fog, the gun the Fastet was not being fired as usual, but after the steamer struck it was heard several times by those in charge.

 

Liverpool  Echo, 11  June 1890.

As was anticipated, the damage is confined to the forefoot of the vessel, The large portion of which is completely torn away. damage commences at about 16 or 17 feet up the stem, and extends in a slanting direction to some 14 or 15 feet along the keel, or perhaps a little more, There is a good margin between the water tight and the extreme after- part of the breakage; and whilst the injury will take time to repair than ad first anticipated, is can at once be soon that the Rome must have only been going as a very slow rate when she struck, or would have been far The repairs are being carried out by Messrs. Clover and Clayton, and as many men as it in possible to get to work have been put on the job, but all hopes of the Rome being ready to sail on Saturday have been abandoned. 

Liverpool Mercury, 12 June 1890.

 

Furnessia took City  of  Rome's 14 June 1890 sailing to New  York with  the  expectation City  of  Rome  would resume service upon her  next schedule sailing on 12 July. Repairs proceeded  at  good clip, two shifts of  men from Messrs.  Clover, Clayton, and Co.'s yard working on the vessel day and night and on 14  June 1890, the Evening  Express reported that "already  the  hole in her bows has been considerably  reduced  in  size. The  extent  of  the damage may be somewhat realised  when we  state that  twenty  plates  were torn off in the  collision  with the  Fastnet, five ribs were broken, and four bent and  displaced. However, at the rate the  work is being pushed  forward forward it  is expected the  vessel will be ready to  proceed to New York  on the 28th  inst. In time to take the passengers  to England  who had  booked berths by her. "

The official inquiry into City of  Rome's grounding convened  in Livepool on 23 June 1890:

Mr. Mansell Jones, in opening the case, said the City of Rome was a very large vessel built in 1881 at Barrow, her tonnage being 8144 gross or 3452 net. She had three engines of 1500-horse power combined. She was owned by the Barrow Steamship Company, Thomas Henderson being the managing owner. She had a certificate to carry 1353, and carried twelve boats and four rafts.

On May 31 she left New York for Queenstown with 816 passengers and a crew cf 285 hands all told. On Jane 7th, at noon, her position was 51 12 N. latitude, and 16 12 W. longitude, He believed the master was on deck the greater part of the night. At two a.m.  next morning the ship was slowed in order to cast the lead, when 75 fathoms were sounded. Full speed was showed kept up until three a.m., when the lead 48 fathoms. She continued half-speed until 3 15 a.m. when she was put dead slow. At that time the weather had cleared, and then she went full speed until 3 50 a.m.

The weather then became hazy, the engines were slowed, and another cast being taken it gave 35 fathome, the bottom being of fine sand and gravel. At 4 30 a.m. another cast of the lead showed 32 fathoms. At 4 50 a.m. a dense fog came on, and the engines were pat dead slow, and the captain at that time went into the chart room to verify his position. As he got there be heard something, and came out and spoke to the third officer who said he had heard something like a gun slightly on the starboard bow. The captain immediately ordered the helm hard aport, which brought the vessel round five points. Breakers were reported immediately ahead, and the engines were ordered to be reversed full speed astern, which order was carried out; but before she got a change of way she struck on what was afterwards found to be the Fastnet Rock. She remained on the rock four or five minutes and then backed off.

The holds were sounded and no water found in them, but the lower fore peak was found to be full of water. The vessel proceeded slowly to Queenstown, where she arrived at ten a.m. She left at eleven a.m., and arrived at Liverpool on the following day. This was a case in which those on board would | have an opportunity of giving their evidence in detail, On the Fastnet Rock was a lighthouse, and the fog signalling was done by exploding a charge of gun-cotton every five minutes, The evidence from the ship was all one way, that previous to the vessel striking the rock only one signal was heard, but afterwards the signal was heard several times. He (the learned counsel) would be in a position to call the men from the Fastnet to state what signals were given.

Liverpool Mercury,  25 June 1890.

A subsequent  court of  inquiry  into the stranding of City of  Rome "found  that the cause of  the  casualty  was the failure of the  master  to use sufficient judgment in applying  the warnings given  by  the  lead. His  conduct of  the  navigation was  otherwise  everything that  could be  desired, and the court did not desire to deal with  his  certificate."  (Liverpool  Echo, 27 June  1890).

Any notion of sending  City of  Rome over to New York  in time to undertake her originally scheduled eastbound crossing was soon forgotten  and  fully  repaired, the  vessel  would resume  service upon her  next  scheduled departure from Liverpool on 12 July 1890. 

The  Liverpool Landing-stage presented an extraordinary scene of activity on Saturday when a very large number of Americans took their departure for New York three steamers leaving the Mersey for America— viz the Guion liner Wyoming,  the Cunard liner Aurania and the Anchor liner City of Rome this being the first voyage of the last-named steamer since her collision with the Fastnet Rock. Tenders were running to and from the steamers the whole of the day each being well crowded with passengers Some of the ferry boats had to be requisitioned to assist in taking the passengers to the City of Rome. 

Evening  Express, 14 July 1890.

City of  Rome sailed from Liverpool on 12 July 1890  and on clearing  Queenstown at noon the  following day and as the schedules had  conspired so far that  season, went out  with Cunard's  Aurania.  City of Rome arrived at New  York at 3:34 p.m. on the  20th,  logging  7 days 7 hours 8 mins.  for  the  crossing, besting Aurania's  7 days 7 hours 53  mins. 

Clearing her North River  pier at 22:30 p.m.  on 26 July 1890, City of  Rome, with 108 First, 272 Second and 272 steerage passengers, went out in good  company with Aurania, La  Normandie,  Ems, Veendam and  Scandia.  City of Rome made  Queenstown  at 1:10 a.m. on  3  August after crossing from Sandy Hook in 7 days 2  hours. She docked  at Liverpool  later that  day. 

There was no avoiding Guion's  Arizona and Cunard's  Aurania the  summer  of  1890 and City of Rome  cleared  the Mersey  once  again in their company  on 9 August 1890.  On departure  from Queensland  at 10:00 a.m. on the  10th, she had 235 First,  295  Second and 221 steerage  passengers among her complement.  Arriving  at Sandy Hook at 4:20 a.m.  on the  17th, City of Rome had come over  in the respectable time of 6 days 23 hours  40 mins. from Roche's  Point  to Sandy Hook, compared to   Aurania's 7 days 1 hour 26 mins. 

The Anchor Line steamship City of Rome proved her claim yesterday to be regarded as the fastest of the class of steamships which are included such vessels as the Aurania, the Arizona, and others which are outranked only by the two Cunarders, Etruria and Umbria, and the record holders, Teutonic, City of Paris, City of New York and Columbia. The race, which began last Sunday when the City of Rome, Aurania, and Arizona steamed out of Queenstown Harbor within few hours of each other, was closed at an early hour yesterday morning, when the City of Rome hove in sight off Hook Lightship at 4:50 o'clock.

Without  waiting for daylight to cross the bar,' as had  been  necessary, according to the Teutonic's report last Wednesday, the good old  ship came immediately up to Quarantine, where Capt. Young made the announcement that he come all the way from Roche's Point in 6 days 23 hours and 40 and learned with satisfaction that neitherthe Aurania, which left four hours behind him nor the Arizona, which left three hours behind, had  yet been heard from.

New York Times, 18  August 1890.

It was the  "same old mob"  departing  New York on 23 August 1890 with City of Rome, La Normandie,  Aurania, Ems as well as Spaarndam all sailing for  Britain  and Europe. The Anchor  liner cleared at 12:57 p.m., going out with 97 First, 120 Second and 126 steerage as well  as 346 bags of mail.   Putting  in one of  her  best  performances in some time, City of Rome logged 6  days 18  hours across to arrive  at Queenstown at 4:20 p.m.  on the 30th and Liverpool the next day.

With  her rival for the season, Aurania,  City of  Rome  cleared Liverpool on 6 September  1890 and Queenstown the  following morning at 10:00 a.m. with 419 First, 321 Second and 379 steerage or a total of  1,119 passengers.  Among those aboard  was Sir  William Arrol,  the  great engineer who built the Forth Bridge. Making Sandy Hook at  5:14 a.m. on the 14th in 6 days 23 hours 4 mins, the Anchor line beat Aurania  by 15  minutes, "The City  of Rome, therefore,  by  her  fifteen-minute victory, retains her hold on the eastward mail carrying privilege, which  she  wrested from the Cunard  boat  last Summer  and which  the Aurania has  been doing  her best  to recover." (New  York Times, 15  September  1890). Good weather was  encountered throughout  although City of Rome  passed two big icebergs, four  miles apart, on the 11th.  However, on the  15th, The  New  York Tribune  reported  that "corrected" passage  times  had  rendered  Aurania the winner  by 17 minutes with a passage  time of 6 days 23 hours 44 mins. and that for  City of  Rome,  7 days  1 min.  

With  a light list of 161 saloon and 102 steerage, City of  Rome  departed  New  York  at  2:00  p.m.  On  20 September  1890. She made Queenstown on  the 27th  at 5:00  p.m. after a passage  of 6 days 21 hours and landed  50 passengers and 62 bags of mail  before proceeding  to Liverpool where  she  docked the next day.

On her  final sailing  for  the season,  City  of  Rome cleared  the  Mersey on 4 October 1890 and  on  departure  from Queenstown  the next morning  at  9:30 a.m., had 247  First, 342 Second and 399  steerage passengers aboard.  As usual,  she went out  with  Aurania but  it  proved poor  weather  for ocean  racing with heavy weather  and head seas most  of the  way across and a  difficult  last westbound  crossing for City of  Rome which  arrived at  New  York the morning  of the  12th. Not only she  lose  to the  Cunarder, logging  7 days 3 hours  13 mins.  across compared  to Aurania's  7 days  1 hours  12  mins.,  but she managed to run aground between Bay Ridge  and Robbin's Reef coming up  from  Quarantine:

Credit: New York Tribune, 13 October 1890.

The City of Rome... was between Buoys 18 and 20 on the Long Island shore, just about off the Bobbins Reef Buoy and heading up for the North River, when schooner, which was coming down the bay and making to pass to starboard, suddenly put her helm over and started across the steamer's bows. The City of Rome's rudder had to be put hard-a-port to escape running the schooner down, and her bow ran aground where the charts say that there should be twenty-five feet of water at low tide. It was just about half tide then, (10:30 a.m.,) and the steamer draws only eighteen feet, so the soundings at that part of the channel must have changed somewhat of late.

A tug and big excursion barge were sent down by the Anchor Line agents at 2 o'clock, and the cabin passengers and their baggage were taken up to the company's pier on that. The steamer backed herself off about half an hour later and was up at her dock almost as soon as were her passengers.

New York Times, 13 October  1890.

The big ocean steamer, the City of Rome, of the Anchor Line, which arrived from Liverpool yesterday morning. stuck in the mud between Bay Ridge and Robbin's Reef on the way to her pier and remained there nearly eight hours. She had on board the largest number of tourists who have returned this Autumn, besides a large number of steerage passengers. The steamer was surrounded  by tugs in a very few minutes, but the big boat's captain refused to ask help. The passengers fumed and so did their friends waiting at the pier.

Two steamers, the William H. Vanderbilt and the Assistance, were finally sent by the company to take the passengers off.. They took off all cabin passengers and  their and their baggage at 3 o'clock  and landed them at the Anchor Line pier shortly before 5. All had not got ashore, however, before the City of Rome herself reached the pier and was made fast to it. The ship was not damaged in the least, her officers say, but an examination will be made before she  puts to sea again.

The  World, 13  October 1890.

City of  Rome  grounded  where  charts indicated a depth of  25  ft.,  and Capt. Young suggested to reporters that there must  have  been  illegal dumping  of debris and rubbish  off  the  area which was increasing problem in  the Port  of New York and  impacting the  essential  shipping  channels into  and out  of the port. 

With no  damage found, City of Rome was  able to sail  from New  York on schedule 10:00 a.m. on 19 October  1890 on her  last crossing  of  the  season.  It was also  the  last  chance  to race against Aurania  as the  two  made  their  final  near simultaneous  departures.  But  hard  luck  continued  to  dog City  of  Rome which  arrived at Queenstown  at 2:00  a.m. on the 26th, well after Aurania which came in the previous  evening.  "The City of Rome passed Browhead at 10 30 p.m. on Saturday night, and left Queenstown at 3 15 a.m. on Sunday. Tenders left the Landing-stage at 2 p.m.for the bar to land mails and passengers, but the sea was so rough at the bar that the tenders were tossed about like cockle shells, and the mails, after great exertions, were landed about 9 p.m. the passengers  landing in the Alexandra Dock this morning 24 hours after the Aurania." (Evening Express, 27  October 1890). 

In 1890, City  of Rome completed six westbound and six  eastbound crossings.

THE CITY OF ROME. It will be observed that Messrs. Henderson Brothers, of the well-known Anchor line of steam- ships have arranged to place upon their Glasgow and New Ycrk service this magnificent steamer, so favourably known in the Atlantic trade for her very fast and regular passages (her average passage being seven days and two hours). The first departure of the City of Rome will be from Glasgow, May 7th, calling at Moville (Londonderry) the following day. The placing of this splendid steamer on the Clyde and New York service shows considerable enterprise on the part of the owners of the Anchor line, and we have no doubt but that their efforts to meet the large and ever increasing traffic between the old and new countries will receive the same success which has followed their past efforts in catering for the requirements of their Scotch and North of Ireland friends. 

We may also mention that the well-known s.s. Furnessia, of the same line, is at present being re-engined and fitted throughout with the electric light. Her increased speed and comfort should make her a still greater favourite with the travel- ling public, and a fitting consort to the City of Rome. The placing on the berth of those two magnificent steamers, in conjunction with the other favourably known vessels of the Anchor fleet will, we have not the slightest doubt, tend to foster the ever-increasing passenger traffic between Glasgow and New York.

Belfast News-Letter, 6  March 1891.

Hitherto, the largest and finest ship yet to  fly  the  red  anchor of The Anchor Line, had been  an outlier,  an orphan  and an outsider  in not having Scotland and the Clyde  as her home and  the  bridge between Scots on both sides of the  Atlantic  as  her  purpose.  That would  change in  1891,  reflecting  a rising tide  of Scottish  emigration to  America  and  the  diminishing  returns  of a single-ship  service  from Liverpool against every  more potent competition. So it was that City of Rome would forsake  the  Mersey  for  the  native Clyde of Anchor Line and  become the largest, fastest and  finest ship  yet based  from Scotland and enjoy  the same distinction for Northern Ireland, including in her route the traditional Anchor Line call at Moville.  No longer quite the "loner," either City  of  Rome would also  have as running the  ship she  was built alongside at  Barrow  a decade  previously, Furnessia  which  was completing a  major rebuilding and re-engining.

1891

As usual, City  of  Rome was laid  up  at Birkenhead, East  Float for the  winter.

City  of  Rome's original Anchor  Line commander,  Capt. R.D. Munro, died in Lanark, on 11 February 1891. He  had  retired in June  1887  after completing 33 round  voyages  in her  command.

In order to meet the increasing demand for first-class steam transportation between Scotland and the United States, Messrs Henderson Brothers have decided to ran their large steamer City of Rome on the Glasgow and New York route. This well-known steamer has lately been running between Liverpool and New York, end her coming to the Clyde to augment the important service of the Anchor Line is event of no ordinary interest to the travelling public. The City of Rome sails her maiden trip from Glasgow on the 7th May.

Greenock Telegraph and Clyde Shipping Gazette, 2 March 1891.

Credit: The  Herald, 24 April 1891.

The  Herald (Glasgow) first reported  on 2  March 1891 that "City  of  Rome is to placed  on the  Glasgow  and New  York service by  the  Anchor Line Company." That day, too,  the paper published  the first sailing  lists showing her  inaugural  departure  from  Glasgow on 7  May  followed by 11  June.   The remaining issue  was  whether she  would be based on Glasgow, deep  up  into the  Clyde with the attendant issues of  her  draught,  or  from  Greenock at the mouth of  the  river.  "As  a  result  of  the negotiations  between the Greenock  Harbour Trust and the  owners  of  Anchor  Line, it  is  probable that  the  City of  Rome will load at  Greenock." (The Herald,  27 March).  It was  further  reported  that  using recently built James Watt Dock at  Greenock,  Furnessia  and  California would  join her  based there and that  "the trust  makes  tempting  offers in the shape of  dues and storage." On the 31st, The  Herald announced "It has  been arranged that  the City of Rome  will load  at Greenock for her  trip from the Clyde  to New  York  next month."

At meeting held yeaterday in Glasgow between Mr Thomas Wilson, general manager of Greenock Harbour Trust, and Messrs Henderson Bros., definitely arranged that the big steamer City of Rome would sail from the James Watt Dock on her first voyage across the Atlautic this season. She will leave on the 7th of May The Anchor Line officials have arranged to look after the loading and discharging of the vessel while in dock, and have also made special arrangements with the railway companies for the haulage the coal necessary for the voyage out to New York and back. The stevedoring of the vessel will wholly in the hands of the Anchor Line people. The City of Rome is expected here on the 20th April, and will receive an overhaul previous to going into the James Watt Dock load for New York. 

Greenock Telegraph and Clyde Shipping Gazette,  31 March 1891.

City of Rome's commander, Capt. Hugh Young, and Capt. McFie, superintendent of Anchor Line, made an extensive  inspection of the  James Watt  Dock  and facilities  at  Greenock on 2 April 1891. As the local Garvel Graving  Dock  was too small for her, City of  Rome  would be  drydocked at Liverpool prior  to  her  departure and arrive at Greenock on  the  15th.

Capt. Young left  Glasgow on 10 April 1891 for  Liverpool to resume command  of  City  of  Rome and bring her to  Greenock which left Liverpool on the 13th  and arrived  at the Tail of the  Bank on the  15th.

The Anchor line Company’s magnificent steamer City of Rome—one of the five well known greyhounds of the Atlantic—arrived at the Tail-of-the-Bank yesterday morning from Liverpool,, preparatory entering the James Watt Dock to load for New York, for which port she will leave on the 7th May. The operation of berthing the splendid steamer in the James Watt Dock created a great deal of interest locally, as was evidenced by the very large number people gathered the vicinity in the afternoon.  Amongst the spectators were Provost Rodger and Mrs Rodger, Bailie Erskine, ex-Bailie W.O. Leitch, ex-Bailie W. Paul, Rev. J. R. Struthers, ex-Treasurer John Orr, Captam Clink, Mr Denniston, Mr Thomas Wilson, Mr W. Hutchison, D. Darroch, Robert Crawford, C.E., Mr James MacCuno, Mr A. J. Black, Mr Richard Blanche, Mr Andrew Stewart (Orchard Sugar Refining Company), Mr J Fulton, D. McCallum, A. Campbell Finlay, etc..

The City of Rome lifted anchor at the Tail-of-the-Bank about four o'clock, with the Anchor Line despatch steamer Express (under the charge of Captain Hendry) front, and the Clyde Shipping Company tug Flying Sportsman (under the command  of Captain Fowler) steering astern. Captain Young, the commander of the City of Rome, was the bridge of the steamer himself, and piloted the vessel right up her berth in the dock. The docking arrangements were under the charge of Harbourmaster James Baille, assisted by deputy harbourmaster D. Drummond, and it is only necessary to say that the excellent management all concerned the great steamer was taken from the Tail-of-the-Bank to the dock in a seamanlike manner, and we may here point out that from the time she lilted anchor till her mooring-ropes were made fast on the pals in the dock only three-quarters of hour elapsed. She was drawing 21 ft. forward and 23 ft. aft, and she passed through the west entrance as easy ten-ton steam yacht. Not single accident occured.

Greenock Telegraph and Clyde Shipping Gazette, 16 April 1891.

On 22 April 1891, bunkering City of  Rome with  2,500 tons began in  James  Watt Dock. On the 30th it was advertised that the  ship would be opened to public  inspection on 1 May between 10:00 a.m. to 4:00 p.m., the  proceeds of  the  admission fee benefiting the  Greenock  Infirmary. 

On the eve of her departure from Greenock, City  of Rome hosted local officials, steamship  executives  and  the shipping  press to a reception aboard followed by  luncheon in the saloon, hosted  by Mr. A.C.  Henderson and W.F.G. Henderson, Chairman and partners of  Anchor  Line. 

The s.s. City of Rome left the James Watt Dock this morning for New York in sight of thousands of spectators. The quays at the Dock itself, at Cartedyke Quay, at the Steamboat Quay, and at Princes Pier, were black with people attracted by the interesting occasion. The steamer is taking out four thousand tons of cargo, and about fifteen hundred passengers--twelve hundred of these being steerage.  It is, we believe, admitted by the Anchor Line officials that the accommodation and facilities the big ship experienced at the Dock wore very creditable not only to the Trust but to all concerned.

The Greenock Telegraph and Clyde Shipping Gazette, 7 May 1891.

Such was the interest on  Clydeside  and especially  at Greenock over  her  first departure  for  New York, that City of  Rome  was  afforded "second maiden  voyage" acclaim and ceremony on 7 May 1891 beginning  with  her undocking from the  James  Watt Dock and then to her anchorage  in the Tail of the  Bank  where  she  would embark her  passengers for an evening departure.

Several thousands of the citizens of Greenock assembled at the James Watt Dock and in the vicinity this forenoon to witness the departure of the great Anchor Line steamer City of Rome on her first sailing from Greenock to New York. Amongst those present were Baillie Erskine, Treasurer M'Innes, Councillor Swan, Captain Clink, Mr A.S. Mories, Mr Thomas Wilson (secretary and general manager of the Harbour Trust), Mr D. Darroch, Mr W. Hutcheson, Mr James Brown, Mr John  Clapperton, Captain Anderson, Mr Kincaid, Mr Crawford (Harbour Trust engineer), Mr Andrew Stewart, Mr W.N.A. Aitken, Captain Baillie (harbourmaster), Mr D. Drummond (assistant harbourmaster), etc.. Everything was in readiness by ten o'clock, and twenty minutes afterwards the mooring ropes were taken on board.

Amid hearty cheers the large steamer, with Captain Young on the bridge, and Captain M'Fee at the stern, slowly left her berth in the dock in tow of the Clyde Shipping Company's tugs Flying Squirrel (commanded by Captain McLaughlan) and Flying Huntress (in charge of Captain Black). The City of Rome was drawing twenty-six feet seven inches aft and twenty-six feet forward; but with a depth of thirty-two feet at the dock gates and thirty feet on the gauge outside, it will be seen that she bad plenty of water to carry her safely through. She passed steadily out of the dock without touching anything, and swung opposite the harbour mouth, the great ship turning round as easily a ten- ton steam yacht could have done. The manner in which she was handied at this stage excited the admiration of all the nautical men who were present. A splendid idea of the rest proportions of the vessel was here obtainable, and full advantage was taken of this opportunity of securing a shot at the steamer by little army of photographers, local and from a distance. 

The City of Rome speedily rounded Cartadyke Bay, her passage to the Tail-of-the-Bank being witnessed by large crowds gathered at Bottlehouse Quay, Cartedyke Quay, Victoria Harbour, Steamboat Quay, and Princes Pier. From the time that she was under weigh in the dock till she arrived at her anchorage, little more than half an hour elapsed. To Captain Baillie and Mr D. Drummond great credit is due for the admirable way in which the big steamer was guided out of the dock, everything in this respect being done in seamanlike manner.

The City of Rome carries about four thousand tons of cargo. and about 1,500 passengers, twelve of whom are from Greenock. The second cabin and steerage passengers will be brought down from Glasgow by the Anchor Line Express, and those booked for the saloon will arrive at Princes Pier Station this afternoon, coming per special train. The City of Rome leaves for New York this evening. It may be added that the Anchor Line officials are highly satisfied with the facilities which they obtained at the James Watt Dock; in fact, one of them states that the accommodation given by the Greenock Harbour Trust is superior to anything received by them elsewhere.

The whole arrangements went like clockwork, and it is hoped that the happy state of matters will prevail on the return visit of the City of Rome.

The Greenock Telegraph and Clyde Shipping Gazette, 7 May 1891.

Clearing the Tail of  the Bank  around  midnight on 7-8  May  1891, City  of Rome  sailed for Moville where she arrived at 11:00  a.m..  Although  much interested centered  on the  ship's  new link  with Scotland, City  of  Rome's  new  service  was no less important  or celebrated in Londonderry, giving  Ulster a first class direct service to New  York in a ship  of unparalleled size  and splendour  on the  route:

The City of Rome left Glasgow on Thursday night with a large number of passengers, and arrived at Moville in good time. Two of the Company’s steam tenders left the Queen’s Quay, Derry, at eleven o’clock, these having on board a large and representative company of Derry citizens, including the Mayor (Mr. Aaron Baxter), Mr. Win. Mitchell, a member of the Harbour Trust, and Mr. Hamilton, the Derry agent of the Company, well several gentlemen from other parts of the North of Ireland, who were invited to join in the inspection. There were also conveyed down from the city several hundreds of emigrants. The quay was crowded for a considerable time before the tenders left, and the gangways were drawn on board the farewells exchanged between many on shore and those who were taking their departure for a foreign land were affecting in the extreme. A few minutes later, however, the tenders were steaming down the Foyle, with the Innishowen Mountains on the one side and the well-cultivated farmsteads of Derry on the other, and all sad feelings on tho part of emigrants seemed to have taken their flight. 

The journey down to Meville was conducted under a dull leaden sky, and there was a good deal of misgiving on tl»e score of the weather, which, fortunately, a little later was entirely removed. The City of Rome was reached at one o’clock, and no time was lost on the of the officers in getting everyone on rd the American-bound steamship. The visitors at once went on a tour of inspection of the noble vessel, there being unanimous feeling of admiration on the part of all with everything they had seen. At two o’clock the visitors, who numbered about a hundred, were entertained by the Messrs. Henderson Bros, (the owners) to a sumptuous repast, which was served in the spacious dining saloon. Mr. Charles Henderson (the bead of the firm) presided. After luncheon, The toast of 'The Queen' was proposed by the Chatkman, and was loyally honoured. The Chairman, again rising, asked the company to drink the toast of  'Prosperity to the City of Derry and the Harbour Commissioners of Derry.' 

Northern Whig, 9 May  1891.

Yesterday party over 100 ladies and gentlemen had an opportunity in Moville Bay to inspect the City of Rome, at once the longest steamship afloat, the largest steamship that has ever entered Lough Foyle, and the biggest about 3,000 tons of the extensive Anchor Line fleet. The occasion was the first transatlantic voyage of the City of Rome from the Clyde as one the regular steam ships between Glasgow and New York, via Londonderry. Hitherto the magnificent vessel had sailed from Liverpool via Queenstown, and her transference to the Northern Channel will constitute a very material strengthening of the service which the Anchor Line has for tong time maintained between Scotland, Ireland, and the United States. 

The party of inspection consisted of the Mayor and a number of public official and citizens of Londonderry, together with many representatives the Irish Press. The inspection was accomplished under the happiest auspices.  Soon the sun began to thine with warmth which increased as the day wore on. steam tender Osprey, which took the party to the City of Rome, had also on board first detachment Irish emigrants who were fortunate enough have booked by finest ship the Anchor Line. 

The tender Samson followed after the lapse of an hour with a second batch of emigrants. Of coarse, neither steamer got away from the quay without the customary leave takings between the passengers for the New World and the crowds shore. The Osprey, timed to start half-past ten, left twenty-five minutes later, and reached the City of Rome after an exceedingly  pleasant run in   the teeth of stiff head wind. The City of Rome lay gracefully swinging anchor opposite Moville. Its dark hull approached conveyed no idea the scenes of teeming life which its decks were afterward found to present, but what did convey was an impression  that all the references to the graceful lines of the vessel to which newspaper readers have been accustomed were entirely justified.

Londonderry Sentinel, 9 May  1891.

Clearing  Moville  for New  York on  8 May  1891,City of Rome arrived at New York on  at 3:45 p.m. 15  May 1891 and suffered the  indignity of being passed at sea by the new Fuerst-Bismarck.  She was also ignored by  the New York press save  for the disappearnance  of  four steerage passengers who had been refused  entry  to the United  States: 

The Anchor Line is again in trouble on account of the escape from the City of Rome of four debarred immigrants. They were forbidden to land, and were kept on board the steamer for return to the port whence they came, but on Sunday they took "French leave" of the steamer. The Anchor Line agents will be proceeded against because of the escape of the immigrants, The names of the immigrants Alexander Cunningham, Alexander Murray, Felix are McTendry and Robert McCall.

New York  Tribune, 19 May 1891.

Credit: The  Herald, 2 June 1891.

City of  Rome sailed  from New York at 4:00 p.m. on her first crossing to  Glasgow via Moville on 23 May 1891 with 176 First, 263  Second and 146  steerage  passengers. Accomplishing her  first crossing  from Sandy  Hook to  Inishtrahull  in 7 days  23 hours, she arrived at the  Tail  of  the Bank at 7:15  a.m. on 1  June,  and Greenock at 7:30 a.m., where her  passengers going ashore by tender  at Greenock's Prince's Pier and thence  to  Glasgow by rail.    City  of  Rome went into  the  James Watt Dock  that  evening: 

The Simeon had hardly been placed on a discharging berth, when the great Anchor Liner was observed steaming up from the Anchorage attended by the Express and the Clyde Shipping Company's tug Flying Sportsman. Her passage up was witnessed by large crowds of people. On rounding Cartsdyke Bay, she went straight into the dock, passing up to her old berth alongside the warehouse with the greatest of ease. Not the slightest hitch occurred, and not even a fender was put out. The berthing arrangements were of a most efficient kind, and, must have given the utmost satisfaction to Captain Young and the Anchor Line officials present.  

The Greenock Telegraph and Clyde Shipping Gazette, 2 June 1891.

During City of Rome's  turnaround  in James Watt Dock, two serious accidents  occurred within hours  of  one another on 9-10  June 1891.  One man, Samuel Leslie,  fell down one of the  holds, fracturing  his left shoulder blade  and injuring his back and another, Albert Penny, an engineer, fell down one  of  the coal bunkers, sustaining  severe injuries  to his  back. 

"The berths in the City  of  Rome for her  outward  passage from Greenock to New York  have been very  largely  taken up--  principally  by  tourists  of the  better  class  who wish  do  the  land  of the  almighty dollar, on a  big  scale" (Greenock Telegraph and Clyde  Shipping Gazette, 10  June). Leaving the  James  Watt Dock  at 2:30 p.m. on 11 June 1891, City of  Rome went  out  with  a capacity cargo, drawing 26  ft. forward and 27 ft.  aft. And attended by  two  Clyde Shipping  Co. tugs proceeded  to her  anchorage at the  Tail of the  Bank,  watched  by Anchor's  Thomas Henderson and Charles  Henderson. "After embarking her  passengers… those for the salooon brought  down by special train to  Prince's Pier-- the City of Rome, under the  command of  Captain Young, left  the  Anchorage  last night  for New York." (Greenock Telegraph and Clyde  Shipping Gazette, 12  June). Calling at Moville at 6:00 a.m. the next day, she proceeded westwards at 3:00 p.m. with 1,000 passengers. 

Concurrent with her departure, the Evening  Gazette (Aberdeen) of 12 June 1891 reported: "the City of Rome is advertised to take two trips this season, and there is a rumour, to which great credence is given in well-informed circles, that at the close of the season, if not sooner, the ship will be taken in hand by  her builders-- the Barrow Shipbuilding Company--  and  be overhauled and fitted with engines of vastly greater power, and that she will then be put  forward as the pioneer of the five-day  boats. It is held that, with such improvements, she would  a 'greyhound,' as of all the big boats afloat, none have finer  lines."

City of Rome  arrived at New York at 11:00 a.m.  on 20 June 1891, doing the crossing from Moville in 7 days 20 hours.

Departing New York  at 11:35 a.m. 9:00 a.m. on 27 June 1891, City of  Rome had 413 First, 290 Second and 287  steerage passengers aboard. She arrived at Moville at 7:30 p.m. on 5 July, landing  250 there,   and off the Tail  of  the  Bank at 5:00 a.m. the next  morning. 

..and at eight o'clock this morning the work of disembarkation was commenced, the tenders Express and Despatch conveying the passengers and their luggage from the big ship to Princes Pier. After they had gone through the usual examination by the Customs officials, passengers were sent off per special trains to their various destinations. 

In the run across the Atlantic the weather was wet, and strong head winds were encountered most of the way.

Shortly after eleven o'clock the City of Rome left her anchorage at the Tail-of-the-Bank and steamed slowly up to the James Watt Dock, being attended by the Express and the tug-steamer Flying  Sportsman. Her  passage to the Dock was witnessed from the piers by a large crowd of townspeople. The berthing of the vessel was carried out without the occurrence of the slightest hitch. 

The Greenock Telegraph and Clyde Shipping Gazette, 6 July 1891.

Running a remarkably easy  schedule, City of Rome's  next departure  for  New York was not  until 20 August  1891 for  which  she began  coaling  for on the 5th and by the 14th, had taken on some 3,000  tons.  Leaving  James Watt  dock at noon on the 20th, "a large  concourse of spectators assembled  at  the  dock  and its  vicinity to witness  the departure of the  great ship  from Greenock." (The Greenock Telegraph and Clyde Shipping Gazette, 20 August).  Embarking her  passengers that  evening off the  Tail of the  Bank, City  of Rome departed at midnight and  on clearing Moville the next  day  at 3:00 p.m., had some 1,200 passenger aboard, 450 in saloon.  

A determined effort is being made by the Anchor Line Co. this voyage of the City of Rome to do the passage from Moville to New York in six and a half days. The magnificent steamship, which left the Tail of the Bank on Thursday last, had 500 tons extra coal put on board, while the number of stokers have been largely augmented. Much importance is attached in Clyde shipping circles in the attempt. The City of Rome will make only one more voyage this season, leaving the Clyde on the 27th of September.

On returning she will, it is said, have her engines converted. The Messrs. Henderson are determined to leave no stone unturned in the matter of fast sailing from the Clyde to New York.

Glasgow Daily  Mail, 25  August  1891.

The Anchor Line steamer City of Rome will make one more trip across the Atlantic this season, leaving  Greenock on the 27th September. On her return a material change will be effected in respect of her machinery, by the conversion of her engines into those of triple-expansion type, by which not only accelerated speed but greater smoothness in travelling will be attained. It is said that the new engines will be constructed at Barrow.

The Greenock Telegraph and Clyde Shipping Gazette, 27 August 1891.

So far, City  of Rome had not put in very impressive times on her  new route  and whilst  Moville is  actually  slightly less distance  from Queenstown to New  York,  she had  yet  to  log fewer than  seven days  for  the run.  Even  on this voyage, where an extra  effort  was desired,  she did  not  arrive at New York until  28 August 1891 at 6:00 p.m., logging  7 days 6 hours for  the  passage. But  it was  fast enough  to be lauded by the Greenock  and Glasgow press: 

As has already been stated, the Anchor Line steamship City of Rome left Londonderry on Friday, the 21st August, and got to New York the following Friday. This passage is a very fast one, and must have been highly appreciated by the 1,200 passengers on board the noble vessel. The City of Rome is now an established favourite on the Atlantic route with Transatlantic travellers, and her passenger list shows no signs of diminution in regard to numbers. She sails again from the Clyde on 24th September.

The Greenock Telegraph and Clyde Shipping Gazette, 3 September 1891.

Eastbound carryings lagged, especially later in  the season,  and there  were only 48  First, 100  Second  and 127 steerage passengers for  City of Rome's sailing from New  York at 10:00 a.m. on 5 September 1891.  She arrived at  Greenock on the 13th at 6:30 p.m., landing  her  passengers by  tender at  Prince' s Pier and then berthing in the James  Watt Dock by  eight that evening.

For her final voyage  of  the  season, City  of  Rome's second  and  steerage accommodation  was "fully occupied, and nearly all the  berths in the saloon are taken up." (Greenock Telegraph, 23 September). She left  James Watt Dock at  3:00  a.m. on 24  September  1891 and proceeded  to  the Tail  of the Bank to embark her passengers that  evening. She went out  with 320  First, 380 Second and 500  steerage passengers.  

A somewhat exciting incident-- almost a tragedy-occurred at the Tail of the  Bank on  Thursday evening.  Just as   the City Rome was leaving the anchorage for New York, a Greenock clergyman who had been aboard seeing some friends slipped over gangway and fell into the sea. His life was in imminent danger, when one of the officers of the big ship, Mr James McGavin, Greenock, who is a powerful swimmer, gallantly leaped into the water and kept the rev. gentleman afloat until assistance arrived. But for the action of our young townsman a sad fatality would have occurred, aud his bravery cannot be too highly commended.

The Greenock Telegraph and Clyde Shipping Gazette, 28  September 1891.

Credit: The Sun,  5 October 1891.

Her last westbound crossing of the year was accomplished  in dreadful weather with  a  succession of  westerly gales and then  dense fog off the Banks so  that City of  Rome did  not report  passing Cape Race until the morning of  2 October  1891, already  two days  overdue.  National Line's  America was also  overdue by 4 hours by  the 5th.  Both finally late that  day, City of  Rome crossing the bar at 7:30 p.m.. 

During her New York turnaround, City  of the Rome's crew held their  annual  picnic and sports meet at Oak Point on 8 October  1891 that included  a football match between her  squad and that  of Aurania which  had  to be called  owing  to darkness and called a tie.

The officers and crew of the City  of Rome and sister  ships  had a rip-roaring old time at Oak Point on Thursday, the occasion of the annual excursion and picnic of the City of Rome Athletic Association. There were oceans of beer and ale, rivers of wine, and enough provender  to feed an army. Steward William looked after everybody, and performed his duties so well that the crowd hind barely recovered sufficiently to steadily perform their duties of getting the great Anchor steamship on its return voyage to merrie old England yesterday afternoon. 

The Sun, 11 October 1891.

Departing New York  on 10 October  1891 for the last time that  season, City  of Rome took out 63  First, 79 Second and 201 steerage passengers. This crossing  was notable for what did  not occur:  the foundering of  City of Rome off St.  Shotts, 85 miles  southwest of  St. John's, Newfoundland,  as reported on the afternoon of the 14th.  This elicited, obviously, considerable alarm on both sides of the Atlantic until it was suspected  that the real tragedy had befallen the cattle boat City of Rome, bound from Montreal, 7 October, to Dundee. Worse, the whole story  proved to be  a hoax "perpetrated by a half-witted  cowboy belonging  the steamer Mondego, which  was  lost at the Marine  Cove in September last."  (The Herald, 16  October 1891).  

Meanwhile, quite safe and sound,  the Anchor liner  City  of  Rome enjoyed fair passage across  and only encountered  rough  weather off the Irish coast  and hit a full  west-south-west gale on the  18th. She arrived off the Tail of the  Bank the following morning, landing 300  passengers by  tender at Prince's Pier, thence  to Glasgow by special train. Sadly,  a death occurred during  the voyage  when a Mrs. Whitfield, aged 60,  from Chicago,  but  a native of  Blair Athol,  Scotland, died on the 17th. 

City  of Rome would be  laid  up that winter  and early spring  in James  Watt Dock, Greenock.  On 11 November 1891  it  was reported that the  ship would  make  eight  round voyages  to  New  York starting  in March  1892, "Towards the end  of  1892 she will, it  is  stated, receive  a  thorough  overhaul of engines  and machinery,  this  work being completed in time to  enable her  to participate in the  enormous  passenger traffic  which  is expectation in  connection  with the opening  of the  World's  Fair at Chicago in 1893." (The Greenock Telegraph and Clyde Shipping Gazette, 11 November). Clearly, the  mused plans or rumours as  to  re-engining  the vessel  had been discarded.

In 1890, City  of Rome completed six westbound and six  eastbound crossings.

Credit:  Greenock Telegraph, 14 May 1892.

1892

It was reported on 16 January  1892 that City  of  Rome "is expected to leave  the  James Watt Dock early next month for  Glasgow, for an overhaul previous  to resuming  her  sailings  between  Greenock and New  York. Starting early  in the  season, she  will  make  more transatlantic trips this  year than she  did last."  (The Greenock Telegraph and Clyde Shipping Gazette). On 4  February  her departure for  Glasgow was set for 11  March. The first advertisements for  her initial sailings appeared on 23 February with  departures from Greenock on 7 April, 12 May and 16 June. However, on 11 March cancellation of the 7  April was announced  and her  first departure would now  be 12 May, making  for  a total of  six  sailings.  This resulted  in 46 seamen and firemen paid  off  who were preparing  the ship  for  her move  to  Glasgow for  overhaul and  she  would not  now go up  until  the next  month. 

City of Rome left James Watt Dock,  Greenock,  for  Glasgow and drydocking on  28 March 1892, returning on 29 April.   Some 3,000 tons of  coal was bunkered by  10  May and on that day her crew  signed on. 

The magnificent Anchor Line steamer City of Rome, commanded by Captain Young, left the James Watt Dock this forenoon for the Tailof  the Bank preparatory to starting this evening on her voyage to New York. Her departure from the Dock was witnessed by a very large number of people, who could not fail to observe the easy manner in which she passed through the entrauce and canted at the a mouth of the tidal harbour, previous to  steaming for the anchorage.  She was drawing to 26 feet 9 inches forward, and 26 feet aft. The arrangements for the undocking of the City of Rome, which were very successfully carried out, were under the charge of Capt. Bailie, harbourmaster, assisted by Mr D. Drummond.

The steamer takes out a general cargo to New York and 1,200 passengers, who will embark during the course of the afternoon. She is in splendid order, her recent overhaul making her look as fresh as on the day she was launched.

The Greenock Telegraph and Clyde Shipping Gazette, 12 May 1892.

Embarking  80 First, 200  Second and 900 steerage passengers off the  Tail of  the  Bank,  City of Rome sailed at midnight 11-12 May  1892 after "an exciting affair":

An exciting incident occurred in the river opposite Messrs. Caird & Co.'s shipbuilding yard. A man, John Kegan, a fireman, who had failed to join the Anchor Line steamer City of Rome, took passage from the Steamboat Quay in the Marquis of Bute, and when the steamer was opposite the shipbuilding yard, he jumped overboard with the  intention of swimming to the City of Rome, which was lying at  Tail of the Bank. The man was under the influence of liquor, and that accounted for his strange freak. Considerable alarm prevailed among the passengers on board the Marquis of Bute, and great excitement was occasioned among the people gathered on Princes Pier, many of whom had come to witness the departure of the tender with the steerage passengers for the City of Rome, but a small-boat, which was quickly launched from the Marquis of Bute, succeeded in picking the man up. He was afterwards taken to the Police Office, where he appeared to be little the worse for the immersion. Great praise is due to Captain. Macgregor and the officers and crew of the Marquis of Bute for their promptitude on the occasion. 

The Greenock Telegraph and Clyde Shipping Gazette, 13 May 1892.

After calling at  Moville  on  12 May  1892, where she embarked 400-500 steerage passengers, City of  Rome proceeded to New York were she arrived  at 9:42 p.m. on 21 May 1892, she  was listed by The  World  as having 297 saloon and 940  steerage passengers whilst the New York Tribune reported that "strong  westerly winds and high, heavy seas  were  encountered till  the Banks were reached. On May  18 six enormous icebergs were seen."

There were only 529 (188 First, 135 Second and 206 steerage) takers  for City of  Rome's  first eastbound crossing  of  the season, from New York  at 7:00 a.m. on 28 May  1892.  It proved  a  difficult crossing,  impeded by  a persistent  strong easterlies, and recording  the  death  of one crewman (James Donnelly,  seaman), and two passengers,  all of whom were buried at sea.  City  of Rome  came  into Moville at 10:15 a.m. on 5 June after a protracted passage of  7  days 18 hours, and landed 60 passengers there.  She anchored  off the Tail of  the  Bank at  5:30  p.m. that  day, ending  an 8-day 1-hour crossing  from New York,  and her passengers were landed at Prince's Pier via the  tender  Express.  Between 8-9:00  p.m.  City of  Rome  was in  the  James  Watt  Dock to discharge  her  cargo.

Undocked at 4:00 p.m. on 16 June 1892, City  of  Rome went out with  the biggest cargo she  had  carried  from the port  to date, and steamed to her  anchorage off  the Tail of the  Bank.  "The weather was beautifully  fine, and the departure of the  steamer, which  was gaily  decorated with  flags from fore  to  mizzen mast, was witnessed by a large number of  spectators." (The Greenock Telegraph and Clyde Shipping Gazette, 17 June).  City of Rome cleared the Tail of the  Bank at 6:00 a.m. on the  17th, having aboard 83  First,  213 Second and 435 steerage passengers.  Arriving off Moville at 12:50 p.m., she  proceeded to New York at 3:00 p.m..  She made good time across and on arrival there at 6:30 p.m. on  the  24th, claimed  a record of 7 days 3  hours from  Greenock. 

With  a good eastbound  list  of 434  First, 300 Second and 340 steerage passengers, City  of Rome cleared New York at 11:00 a.m.  on 2 July  1892 and after landing 260 passengers at Moville  on the 9th, arrived at Tail of  the  Bank at 4:00 p.m. on the  10th.   She went into  James  Watt  Dock that evening. 

Another  long  midsummer layover  ensued with City of  Rome's  next  sailing to  New York not until 25  August 1892.   Laid up in  James Watt Dock, she was  shifted  back  to her  usual berth on  the  19th  to begin coaling and loading  for her next voyage,signing on her  crew on the 23rd.

Leaving the James Watt Dock at 1:00 p.m. on 25  August 1892, City  of Rome sailed for her anchorage off  Tail of the  Bank to embarked  the capacity list of  1,250  passengers for  her  voyage  to New York, the most  she had yet carried  on her new route.  Two special trains were required to convey  her saloon passengers from  Glasgow to Prince's Pier, Greenock, and the Glasgow  & South-Western Railway  steamer  Sultana used  to convey them out  to the  liner with an enormous  amount  of luggage going  out in  the Anchor Line  tenders Express and  Despatch.  Four hundred passengers embarked  at  her  ensuing call the  next day at Moville and she sailed at 4:30 p.m. for New York.  Doing the passage from Inistrahull to Sandy Hook in 7 days 7 hours, City of Rome arrived at New York at 10:00 p.m. on 2  September. Due to an outbreak of  cholera among  Russian immigrants, the  ship  and her passengers were quarantined on arrival.  Her saloon passengers were landed the  following afternoon, among  the  famous Australian boxer  Peter Jackson. 

City of Rome departed  New York  at 8:00 a.m. on 10 September 1892. She  arrived at Tail of the Bank at 4:00 p.m. on  the 18th and landed her passengers at Prince's Pier and entered James Watt Dock the following  morning. 

On the  last voyage  of the season, City  of Rome, carrying the  largest general  cargo  since  entering  the   run, shifted from James Watt  Dock at  4:00  p.m. on 29 September  1892, to the  Tail of the Bank whence  she embarked  her passengers and sailed  at 3:00  a.m.  The following  morning and from  Moville later  in the  day, having aboard no fewer than 826 saloon passengers. City  of Rome arrived  at New York at 7:40 a.m. on 8 October.

From New York 15 October 1892, City of Rome made  Moville at 10:00 a.m. on  the  25th  and  left  there  at 7:30 a.m. for Greenock where she finally  arrived that afternoon, a day and half late. "The master (Captain Young) reports that the huge vessel passed through a succession of terrible storms. After having passed Cape Race, off Newfoundland, on the 18th inst., a perfect hurricane raged till the 20th. There was then a lull, but this proved to be only the prelude of  more weather, for Captain Young reports that '"the storm began anew and raged continuously." During the voyage the Allan Liner Siberian was spoken. The City of Rome, which has arrived all well, will go into the Watt Dock to-day to discharge. This is her last ocean trip for the season, and she will "lay" up in the Greenock harbour all winter." (The Greenock Telegraph and Clyde Shipping Gazette, 26  October 1892).  She was in a full hurricane from the 18th to the 20th.

The Greenock Telegraph and Clyde Shipping Gazette of 27 October 1892  reported: "On dit the  White  Star Line  would like to charter the  Anchor  Line  steamer  City  of Rome  for the passenger service  between Liverpool  and New York next  season."

In 1892, City  of Rome completed four westbound and four  eastbound crossings.

City  of Rome at  sea. Credit:  Modern Shipbuilding. 

1893

It  was announced  on 20 February 1893 that City  of  Rome would return  to service with her sailing from Greenock to New York on 11 May.  

Figures released on 30 March  1893 for  1892  showed a marked increased in the  number of  saloon passengers  carried from the Clyde to New  York, totalling 12,051 in  1892, a 26.5 per cent increase  over  1890.  Anchor Line,  alone,  recorded  15 per  cent  increase  in 1892 compared to  1891.

Credit: The Herald, 1 April 1893.

It  was  reported on 29  April 1893  that City of  Rome was presently  at  Stobcross  Quay,  Glasgow,  undergoing her annual overhaul prior  to  returning  to service and expected to be back at Greenock the  following  week.  She arrived the afternoon  of 2 May  and entered  James Watt Dock to  begin  coaling and loading.

When the crew of the City of Rome left Glasgow on Wednesday night they had an exceedingly warm and affectionate send-off. All the married men appeared to be accompanied to the Central Station by their wives and children, and the younger sailors by their sweethearts other lady friends. As they, marched stationwards carrying their kit they occasionally indulged in songs of the 'Nancy Lee' order, and during their progress through the city their eccentricities attracted some attention. They swarmed on to No. 2 platform, and almost filled the train, approach to which was almost blocked by those who had assembled farewell  to 'Jack.' The ordinary passengers by the 11.15 managed to squeeze into odd corners here and there, looking like fish out of water amongst their seafaring fellow-passengers, and resenting rather strongly their boisterous proceedings en route.

The Greenock Telegraph and Clyde Shipping Gazette,12 May 1893.

City  of Rome, attended Anchor Line's tender  Express and a Clyde  Shipping  Co.  tug,  left James Watt  Dock  the morning  of  11 May  1893 and proceeded out into  Gourock Bay  to adjust  her  compasses, before anchoring off the  Tail of  the  Bank  in the  forenoon, ready to  embark  her  passengers. Departing at 1:00 a.m. on the 12th, she called  at Moville later that  day, clearing for New  York at 2:40 p.m.  City  of  Rome made New York at 10:00  p.m. on the  20th, and  docked the  following morning. 

The  New York Tribune  reported  a story from Montreal  on 25  May 1893 that  "it  is  stated here that  the  Canadian Pacific Railway  will soon purchase the  steamships Arizona, Alaska and City  of  Rome. The  idea is  to place these vessels on the Vancouver and Japan route and the  transfer the  steamers now on that route  to  the proposed  Quebec  and Liverpool service."

Impervious  to such stories,  City  of Rome went about her  business and making her  first  sailing from  New  York that  season, cleared her North  River pier on 27 May  1893 with 106 First, 285  Second and 112 steerage  passengers.  She made Moville on 3 June, logging 7 days 9 hours from Sandy Hook and Greenock  at 2:00 p.m. on the 4th, 7 days 16 hours out of New York. 

Amongst those who came by the City of Rome are a number of smart-looking firemen belonging to the Kansas City Fire Brigade, The detachment numbers 11 men with two horses, and are under the charge of Chief Firemaster Hale, with Mr Tinsley as manager. Their object in coming to this country is to attend the Fire Brigade Congress at London. fire extinguishing appliances is water tower, weighing some 44 tons. The water tower, which is used in many of the principal cities and towns in America, is the invention of Mr Hale, who is also the inventor of many other appliances in connection with fire brigade work including quick hitching harness for the horses. It was the intention of the detachment to have given a display in Greenock, but owing to the limited time at their disposal this had to be abandoned. 

The Greenock Telegraph and Clyde Shipping Gazette, 5 June  1893.

Departing  Greenock  on the evening of  15  June 1893 with over 800 passengers and Moville  the next  day, City of Rome arrived at New York  at 4:00  p.m. on  the  23rd, after a seven-day passage, her best on the Glasgow route to date. 

City of Rome left New York at 5:00 p.m. on 1  July 1893 with 259 First, 420  Second and 220  steerage,  a total of 889 passengers.  Putting in a passage of  7 days  11 hours  from Sandy Hook to Instrahull, she got  into Moville at 5:30 p.m. on the  9th, disembarking 300   passengers  onto the tender  Albatross,  and resuming passing at  5:55 p.m. for Greenock where she arrived very late that the same evening.  The following morning, her  680 remaining passengers disembarked by  tender and landed  at Prince's Pier, thence by Glasgow and South-Western  Railway  to  Glasgow.  City of  Rome entered James Watt Dock the  next morning to unload.

The  usual mid summer extended  layover  ensued, with  City of  Rome's  next  departure  for  New  York not  until 24 August 1893. She began loading on the 22ndand at 9:30 a.m. on the  24th, left the James Watt Dock, drawing 26  ft. 10 in. aft and 25  ft. 7 in. forward, and aided by two Clyde Shipping  Co. tugs,  for her anchorage at the  Tail of the  Bank.   Departing at midnight 24-25th,  she  called at Moville the  following  day and left that  evening with 759 saloon and 420  steerage passengers for New York where she  arrived at 3:10 a.m. 2 September after a 7-day  passage.  

Credit: The Herald, 20 Sept 1893.

Sailing from New York at 4:00 p.m. on 9 September 1893, City of  Rome reached  Moville  on the 17th after  a stormy passage occupying 7 days 19 hours.   With  400 passengers to land  there, she arrived  off the  Tail of  the Bank the  following morning, "the  weather was somewhat  rough  during the passage, an evidence  of this being seen in the  appearance  of the funnels of the steamer." (The Greenock Telegraph and Clyde Shipping Gazette, 18 September).  She  berthed in the James Watt Dock at 3:00 p.m.  that afternoon. 

On her final  voyage for the  season, departing Greenock  on 28 September  1893, City  of Rome cleared James Watt  Dock that  afternoon after loading her cargo which  included 300 tons of refined  sugar, to embark her passengers off the Tail of the Bank. She went out light  of 200 lbs. of beef that had been stolen from a harness  cask the  previous morning. " The s.s. City of Rome, which left Greenock yesterday, takes over with her sovoral well known Greenock footballers, who have been engaged for the run in order that they, 88 employees, be available to play in several matches which the Anchor Line F.C. is to play against some strong American combinations. (The Greenock Telegraph and Clyde Shipping Gazette, 29  September  1893).  On clearing Moville  the next  day, she went out with 118 First, 382  Second and 300 steerage  passengers.

City of Rome arrived at New York on 7 October  1893 right at the  beginning  of  the start of  the  America's Cup  race between the  American  Defender and the British Valkyrie: "Off  Sandy Hook  came in  the  big City of  Rome, decks filled with  people waving  hats  and  handkerchiefs.  It was  10.30  o'clock then and the two champions  hoisted  their sails  and  wandered about  stretching  their canvas, trying their points and generally warming up for the fray." (The  World, 8  October 1893).

Her  final  departure  from New York that  year,  at 8:00  a.m. on 14 October  1893,  was marred by the loss of William  Smith,  aged 35,  head stoker, who dived  into the  water off  the  Anchor Line pier  at  the foot of  W.  24th  Street,  to  rescue  Rebecca McNair, aged 20,  a steerage passengers, who fell into  the water alongside the  ship. Smith drowned in the  attempt and McNair was  pulled to safety  by  another  man. 

It when was nearly 11 o'clock on Friday night the couple got off a cross-town car at Twenty-third Street and Eleventh Avenue. It was very dark, blowing a gale, and raining heavily. They walked to the head of the wharf at Twenty-fourth Street, where City of Rome was lying, and then Smith left the woman while he crossed the avenue to make some purchases. There was a very high, tide. the water being nearly on a level with the bulkhead.

The young woman, half blinded by the storm, walked overboard. She screamed as she stepped into deep water. There was a gang of longshoremen workIng on the wharf, and the cry of the woman attracted their attention. As they ran to her assistance they heard another splash, as though some person had jumped off the wharf. Charles Hilfield, a Swede, threw a plank into the water and then jumped in after woman.

He held her head above the water until they were dragged on to the wharf. The woman was taken on board the City of Rome and attended by Dr. Boyd, the ship's surgeon. She soon recovered from her ducking. Her rescuer was none the worse for his involuntary bath.

As Smith did not go on board the steamship, search was made for him, and two hours later his dead body was found in the slip. It was evident Smith had heard the woman's scream for help and had jumped overboard to save her. He was athletic and a strong swimmer, and, it 1s supposed, when he jumped he struck a submerged post and was rendered insensible. The body was taken to an undertaker's shop in Greenwich Street, and the officers of the Anchor Line will take charge of the funeral. Smith was married and leaves a wife and several children in Ireland.

The New  York Times, 15 October 1893.

Going out with 64 First, 205 Second  and 160 steerage passengers, City  of  Rome arrived  at Moville  at 5:00 am.  on 22  October 1893.  She came off the  Tail of the Bank at 1:00 p.m. that afternoon, landing her remaining  350 passengers at the  Prince's Pier before entering  James Watt Dock that evening.  One of  her  crew  was taken off  by police, implicated in the theft of beef that took place prior  to  her departure  for America.  She also came  in with  three stowaways who were sentenced to ten days'  imprisonment whilst  one  was  given 15 days  at  hard labour having attempted twice  to  board  the  ship  at New York and even after being  offered  a job aboard.

In 1893, City  of Rome completed four westbound and four  eastbound crossings.

City of Rome, photographed 7 October 1893, on the day of the first America's Cup race between Vigilant and Valkyrie. Credit: Nathaniel L. Stebbins, Historic New England collection.

1894

The first  sailing lists showing City  of Rome's return  to  service for  the  1894 season were advertised on 21  February, with a departure from Greenock on 10 May followed  by  14 June.

Leaving James Watt Dock  at 2:00  p.m. on 10  May  1894,  City  of Rome moved to the Tail of the  Bank to embark her passengers for sailing past midnight. With 163 First. 62 Second and 357 steerage  passengers on departure from Moville  on  the next day,   City of  Rome arrived at New  York "after a quick  passage," early  on  the  19th.  Arriving at  6:30 a.m. in  such  thick  fog,   she  anchored off the bar at 11:00  a.m. and did  not  risk going  up the Narrows until  it eased.  Her ensuing  docking proved no less challenging:

The City of Rome had bad luck getting into her dock at the foot of West Twenty-sixth street. She reached Quarantine at 3½ p.m.. and left there an hour later. She came slowly up to her dock, arriving there at 6½, when the last of the flood was running like mill race. It took four big tugs to head her round against the strong current and back her up to the pier. Then two steel hawsers and one manila hawser were got out and attempt was made to warp the big ship into the slip on the south side of the pier. The capstan and winches creaked. but the ship did not move. Then the shore line at the end, one  of the steel hawsers parted. The fleet of tugs got, under the port quarter and backed with all their power, but the ship wouldn't budge an inch. The mud began to rise, and showed that the City of Rome was foul of the bottom. After an hour's hard work she was backed to the end of the pier, and   a gangway was run up her side. Then the first and second cabin were allowed to land, each with only a hand satchel. They will get their other baggage after it is examined to- morrow.

The Sun, 20 May 1894.

The fog in the lower bay and the mud the harbor conspired yesterday to treat the big Anchor Liner City of Rome very shabbily. She reached the lightship at an early hour, but the fog became 80 thick that Capt. Hugh Young did not consider it wise to proceed up the bay, so he anchored outside. When the fog lifted he hoisted in his anchors and proceeded to Quarantine, which he reached at 8:30 p.m. He left there an hour later and reached Pier 54 at 6:30; that is to say, he got as far as that up the river. The last of the flood tide was running up stream like a millrace. It took four big tugs to head her around against the strong current, and back her up to the pier. Then two steel and one manila hawser were got out, and an attempt made to warp the big ship into the slip on the -south side of the pier. The Rome's nose just showed around the corner and stayed there.

The capstan and windlasses creaked, but the ship did not move. Then the shore line at the end of one of the steel hawsers parted. The fleet of tugs got under the port quarter and backed with all their power, but the ship wouldn't budge an inch. The mud began to rise, and showed that the City of Rome was hard aground After an hour's struggle she was backed to the end of the pier and a gangway run up the side.

Then the first and second cabin passengers were taken off, but only allowed a hand satchel aplece until the baggage is examined to-morrow. The steerage passengers had to remain on board all night.

The New York Times, 20 May  1894.

With 600 passengers,  City of Rome sailed  from New York on 26 May 1894 and got into Moville at 7:15 a.m.  on 3 June and arrived off  the Tail of the Bank that  evening, "after  a quick  passage." Some  alarm ensued  when  a passengers, a six-year-old boy, David Banks,  contracted scarlet fever and had  been placed  in isolation aboard.  He  and his  mother  were  removed  to Greenock  Infirmary.

City of  Rome was undocked  at 8:30 a.m.  on  14 June 1894  and proceeded to  the  Tail of the Bank to embark "a fair  complement of passengers"  for  a 2:00  a.m. departure and on departure from Moville later on the  15th, had 182 saloon and  175 steerage  passengers aboard.  She arrived at New  York at 5:30 p.m. on the  23rd and came in the following morning.  On arrival,  it  was learned that City of  Rome had been in collision in  dense  fog  off  the Grand  Banks on the 21st with  the  French  fishing schooner  Victor, of  St. Pierre, and although the schooner  was not  seriously damaged, Capt. Young took the precaution of putting his  Chief Officer and  a  sailor  aboard to  assist getting her into St. Pierre. "The  City  of Rome was going  slowly at  the  time of  the  accident, and struck  the schooner a glancing blow."  Some of the schooner's seams were started and her headgear damage with no  apparent injury done to City of  Rome. 

Credit: The Herald, 1 July 1894.

When City of  Rome  sailed from New  York on 30 June  1894, she had 428  First, 293  Second and 324 steerage passengers aboard. Logging 7 days 16 hours 15 mins from Sandy Hook to Innistrahull, City  of Rome landed 200 of her  passengers at  Moville on 8 July, she  arrived off  the Tail of  the  Bank the  morning  of  the  9th.

After  her mid summer "break", City  of Rome sailed next to New  York from  Greenock on 23 August 1894, taking out a very large list and making for  an animated sailing:

The Anchor Line steamship City of Rome left the James Watt Dock yesterday afternoon and proceeded to the Tail of the Bank preparatory to leaving for New York. The bookings for America have been very large. There were in round numbers 450 saloon, 400 second cabin, and an exceptionally, large complement of steerage passengers, in addition to those joining the ship at Moville from all parts of Ireland. Two special trains arrived in the evening, one leaving London at 10.30 a.m. yesterday, and that from Glasgow of 21 carriages, carrying passengers and friends to the number of about 700, left St Enoch at 6.30 p.m. On the arrival of the specials at Prince's Pier Station the steamer Viceroy was in waiting, instead of the usual Anchor Line tender, to take the travellers to the steamship, which left about 11 o'clock last night.

The Herald, 24 August 1894.

Credit: New York Tribune, 4 September 1895.

Clearing Moville  at 3:40 p.m. on 24  August 1894, City of Rome, "after a very fast passage," arrived at New York at 5:19 a.m. on 1 September.  She was,  on this voyage, frankly  overcrowded and especially so in Second  Class so much so  that  Anchor Line had actively discouraged bookings, offered to cancel and refund existing ones and raised the rates from  £6 to £7 to further put  people off.  On arrival, there were more than a  few reports condemning  conditions, including  one from a Prof. John C. Dow of the University  of South  Dakota who wrote  of  "overcrowding,  poor  rooms, horrible odors from the cargo, lack of air and a superabundance of rain which  came down the hatchway and annointed the professor as he lay  in slumber." (New York Tribune, 4  September).  Purser Murray  doled out £1 rebates to all the  Second Class passengers, several of whom whilst acknowledging  the overcrowding, praised Murray and the  crew for their efforts to mitigate conditions.  

City of Rome's  8 September 1894 sailing  from New  York was uniquely  ignored  by the press  on both  sides  of  the Atlantic, other  than record her arrival at  Tail of  the  Bank on the 16th, "after a fast passage. She  brings a  large number of saloon, second cabin and steerage passengers, besides a full cargo and the usual mails."(The  Herald, 17 September) .

On her  last final voyage  that  season, City of Rome departed Greenock at 3:00 a.m. on 28 September 1894, "with between 900 and 1,000 passengers,"  and called at Moville at 10:45 a.m. and proceeded at 3:00 p.m. for  New  York.   Arriving at Quarantine, New York, at 6:05  a.m. on 6 October  and carried on to  her North River pier  at 7:55 a.m.

Credit: The Herald, 23 October 1894.

Eastbound  for the last  time that  year, City  of Rome cleared New  York at 3:44 p.m. (Sandy Hook at 6:10 p.m.)  on 13 October 1894 with 515 passengers. Logging 7 days 14 hours 33 mins. to Inishrahull,  she arrived at Moville at 2:10 pm. on the 21st, landing 128 there,  and came into  the Tail of the Bank at 10:00  p.m.. City  of Rome entered James Watt Dock the following morning where  she would be  laid  until the following spring.  

The year  1894 was a poor one  for the  trans-Atlantic trade owing to  economic conditions in  America and a substantial fall-off in immigration owing to it, so that only 280,725 passengers were carried compared to 485,529 in 1893. Anchor Line which operated only 36 voyages in 1894 vs. 43 in 1893, saw a fall off in steerage traffic from 11,546 to 6,457 and in cabin from 8,510 to 5,703.

In 1894, City  of Rome completed four westbound and four  eastbound crossings.

Anchor Line advertisement,  1894.

1895

The first sailing lists for  the  new season were advertised on 2 March 1895 showing City of Rome's first departure  from Greenock on 9 May. On the  occasion of  reporting, on 11 April,  that City  of Rome was in Glasgow's Stobcross Quay undergoing  her annual overhaul prior  to resuming  service,  The Greenock Telegraph and Clyde Shipping Gazette noted: "We notice from our advertising columns the City of Rome is to leave Greenock on Thursday, 9th May, and no doubt will attract a large number of passengers; indeed, we understand there is already a fair demand for berths in all classes. Recent advices from the United States indicate a revival of trade there, and as the season opens there is no doubt this revival will become stronger and, it is to be hoped, lasting."  By 2 May City of Rome was back in Greenock's  James Watt Dock for coaling  and loading. 

Credit: The Herald, 8 March 1895.

City of Rome  (Capt. Hugh  Young) shifted out  of James  Watt  Dock late  on the morning  of  9  May  1895 to  her anchor off the  Tail  of the  Bank.  There, she  embarked her Second  Class  and steerage  passengers at 2:30  p.m.  and  her First  Class ones,  who  came by special  train  from Glasgow,  at 6:00 p.m. for a 10:00 p.m. departure, with a total of  850 passengers, on clearing Moville at 2:30 p.m. the  next  day.   City  of Rome arrived at New York  the  morning  of the 18th.

From  New York on 25 May 1895, City  of Rome went out with 230 First, 300 Second and 300 steerage passengers. She arrived off  Moville on the afternoon of  2 June, landing a record 300  plus passengers there,  many being American tourists, via  the  tender Albatross, direct to Londonderry,  arriving  there at 6:00 p.m.  followed by  the tug Samson "heavily  laden with trunks and baggage." City  of Rome came off  the  Tail of the  Bank shortly after 11:00  p.m.  That  night and her passengers  landed at  6:00  a.m. the  following morning at Prince's Pier.  City of  Rome went into the  James Watt Dock that afternoon. One passenger, a five-year-old boy, came down with  a case of measles aboard and was taken  to Greenock Infirmary. 

THE CITY OF ROME. This fine old steamer has been in the James Watt Dock bere for the last fortnight or so, after making her first successful trip of the season to New York.  She will leave this week on her second voyage with full  consignment of passengers and general cargo. The old steamer is one of the most trusted favourite of her class of vessels trading betwitxt the Clyde and the American Continent.

Oban Times and Argyllshire Advertiser, 15  June 1895.

Laden with a heavy outbound  cargo, City of  Rome was drawing 27.5  ft.  aft and 26.5 ft. forward  when she left James Watt Dock on the afternoon of  13 June 1895 and went off  the  Tail of the  Bank to embark  her  passengers  for America, departing at 10:30 p.m. and clearing Moville at 2:30 p.m. the next day.   She made New  York  at 3:00 a.m.  on the  22nd.

In company with Campania and La Champagne, City  of Rome sailed from New York at 11:15  a.m. on the afternoon of 29  June 1895 with 512 First, 293 Second and 377  steerage passengers. Crossing in 7 days  20 hours she reached Moville at 6:00 a.m. on 7 July and  resumed passage  at  7:20 a.m. to  arrived at Greenock  at 1:30 p.m.. 

As per her routine,  City of Rome did not  sail again for New  York until 22 August 1895, leaving Greenock at 11:15 p.m. with  a good list 505  First,  310  Second  and  500 steerage  passengers. She reached  New York at 5:00 a.m. on the 31st.

Credit: Greenock Telegraph, 16 September 1895.

Departing New York on 7 September 1895, City of Rome reached the Tail of the Bank at noon on the  15th, logging 7 days  7  hours  for  the passage.  She  had  300 passengers to land  there,  having  landed  several  hundred at Moville the  previous  day.

On her last  voyage  for  the year, City of  Rome left the James  Watt Dock, Greenock, early on 26 September 1895 and cleared the  Tail of the  Bank in the wee hours of the 27th and  on departure  from Moville  later that  day, was  westbound with200 First, 315 Second and 435 steerage passengers.  New York was reached at  4:05 a.m.  on 5 October.

Credit: The Herald, 23 October 1895.

Clyde-bound, City of Rome made her final departure  from New  York for  the year, at 11:23 a.m. on 12  October 1895 with 400 passengers. Of  these, 100 landed  at Moville on the 20th.   She logged a passage  of  7 days 19 hours 18 mins. from Sandy Hook to  Inishtrahull.   City of Rome anchored off the Tail of the Bank the  evening  of the  20th, and entered  James  Watt Dock,  Greenock,  the  following day.

In 1895, City  of Rome completed four westbound and four  eastbound crossings.

1896

It was reported on 30 January  1896 that City  of  Rome would commence her annual overhaul the following  week preparatory to resuming service for the season.  The first sailing lists were advertised on 28 February showing  her initial  two  sailings  from Greenock on 21 May  and 20 June.  She left James Watt  Dock the morning of 25 March for Glasgow's Stobcross  Quay  for  refit and drydocking, returning to Greenock on 15 April.

Credit: The Greenock Telegraph, 28 February 1896.

We learn from Messrs. Henderson Brothers, 47 Union Street, Glasgow, the owners of the Anchor Line of steamers, that the emigration season from the Old Country to the United States of America, and to Canada, is now in full swing, and that the passenger lists of the well-known Anchor Liners, now sailing weekly from Glasgow to New York, via Londonderry, show a good increase over the numbers at same date last spring. The steamers of the feet have each received the usual spring overhaul, and they are now in full working order. The popular steamers City of Rome, Furnessia, Anchoria, Circassia, and Ethiopia comprise the New York fleet, and continue to be largely patronised by the travelling public in all classes of accommodation. Advices from-America indicate that the usual flow of tourists from that country to Europe, in June and July, will be fully up to the average of the past few years.

The Greenock Telegraph and Clyde Shipping Gazette, 17 April 1896.

Coaling of  City  of  Rome,  to the  tune  of 1,600  tons, began on 11 May 1896 and  she began to load  cargo by early the  next week. A strike by Clydebank firemen on  the 18th  over wage increase  demands resulted  in a walk out of  the  Donaldson Line's Indrani and City  of  Rome but replacements  were hired.

Presenting quite a display  of British maritime strength,  when City  of Rome left James Watt Dock the morning  of 21 May 1896 to take up her embarkation anchorage  off the Tail of the Bank, she anchored just outside  the visiting warships of  the Channel  Squadron, "and she many visitors to-day will have an opportunity of viewing not only some of the most powerful vessels in Her Majesty's Navy, but also one of the largest and finest mercantile steamers afloat." (The Greenock Telegraph and Clyde Shipping Gazette, 21 May).

Glasgow people who visited Princes Pier on Thursday to gaze at the Channel Fleet, were not slow to air their "knowledge" of the various vessels. One pair of callow city youths evinced great anxiety to discover the flagship, and ultimately came to the conclusion that the City of Rome was the Admiral's ship!

The Greenock Telegraph and Clyde Shipping Gazette, 23 May 1896.

Departing Greenock late on 21  May 1896, City  of  Rome called at Moville  the  following  day,  clearing  there  at 4:00 p.m. for New  York where  she arrived at 10:00 a.m. on the 30th.

With 300 First, 239 Second and 300 steerage passengers, including 40 clergymen, including 25 delegates attending the Pan-Presbyterian Congress in Glasgow, City  of Rome left New York on 6 June 1896. She arrived at Greenock at 10:00 a.m. on  the 15th, occasioning a detailed  "write-up" of  the voyage  in the  local  paper:

Credit: The Greenock Telegraph, 15 June 1896.

The passage across the Atlantic was made in fine weather, the water being almost as smooth as a millpond. Off the Irish coast, a thick fog was experienced, the same weather prevailing to the Clyde. The vessel lay -to for four hours off Toward until the fog had sufficiently lifted to enable her to proceed to the Tail-of-the- Bank, which was reached about ten o'clock this forenoon.

She landed 250 passengers at Moville, other 600 coming to the Clyde. These were despatched to their destinations per special train by G. and S. W. Railway.

Two melancholy deaths occurred  on the  passage. The first was that of Mr Ellis department of the New York Tribune. It appears that a tug-of-war bad been got up ou board last Friday between married and single men, and in this contest Mr Masters  was engaged. Whilst pulling the rope, he suddenly fell forward on the deck and expired.

Medical assistance was at once obtained, but of course nothing could be done for the unfortunate gentleman. Heart discease is said to be the cause of death. Mr. Masters, who resided in New York and was about forty-five years of age, leaves a widow and two children. His life is reported to have been insured for 50,000 dollars. The body was brought on to Greenock, but will be taken back to New York by an early steamer, The other death was that of an aged lady named Mrs Mary Paton, who had taken a passage from New York by the City of Rome for Moviile on the way to Portrush, her native place, and where she intended passing the remainder of her days. She seized with illness last Saturday, and expired on that day almost within sight of home. In her case, too, heart disease was the cause of death. She was eighty years of age.

The Greenock Telegraph and Clyde Shipping Gazette, 15 June 1896.

A third passenger, a  Mrs.  Bell, passed away aboard the ship  as City  of  Rome was being  shifted from Tail of the  Bank to the James Watt  Dock, collapsing on deck from "chronic pneumonia," despite immediate medical assistance.

"Her  passenger  list  for  this voyage  is  full,"  noted  the Greenock  Telegraph on 20 June  1896 reporting the  departure of City of  Rome for New  York and Moville at  midnight, where  she arrived on  the 28th  at 1:50 p.m. 

Credit: The Herald, 14 July 1896.

Going out on American  Independence Day, 4 July 1896, City  of  Rome's 320 First, 250 Second and 220  steerage passengers included  a party of tourists  organised by  H.  Gaze &  Sons (by Frank C. Clark who would  become famous  as the pioneer  of  American cruising) on a  45-day European tour. Crossing  from Sandy Hook to Inishtrahull in 7 days 16 hours, she reached Moville at 2:35 p.m.,  landing 240 passengers via the tenders Sampson and Osprey. City  of Rome  got into Greenock late on the  12th,  and disembarked  her passengers by  tender the following morning. 

The Greenock Telegraph and Clyde Shipping Gazette, of 17 August 1896,  reported that "the Anchor Line  steamer  City of  Rome has  been chartered  by some American gentlemen for a big yachting cruise, as it is called, in the spring of 1897. She will leave New  York early  in May  for Gibraltar, passing close  to the Azores. Sailing from Rock, she will call at Malta and all centres  of interest  in the  Mediterranean, including Egypt, Turkey,  Greece, and Italy, and arrangement have been made for the  party visiting the Holy Land. The  trip is  to extend to sixty-four days. "

Resuming service on 20 August 1896,  City of Rome left the  James  Watt Dock late  that morning for the Tail of the Bank, attended by the tugs Vanguard and Neptune,  and on departure from Moville at 2:30  p.m. the  next  day, had 400  First, 250 Second and  200 steerage  passengers aboard.  She arrived at New York  the morning of  29th.

Credit: The  Herald, 16 September  1896.

Clearing New York the afternoon of 5  September 1896, City of  Rome 's passengers  figures were not cited and possibly  for good  reason,  as she had only 150 to land at Tail of the  Bank on arrival the evening of  the  14th,  crossing from Sandy Hook to Inishtrahull in 7 days 17 hours. 

Credit: New York Tribune, 4 October 1896.

Undocking at 1:00 p.m. on 24 September 1896, City of Rome embarked her  passengers at the  Tail of the Bank and on clearing Moville on the  25th, went out  with 170 First, 251 Second and  280  steerage passengers.  3 October.  It proved  a stormy  and slow crossing, and she did not  get  into New  York until 3 October,  docking  at 7:00 p.m., the delay compounded  by a two-hour delay  in getting passengers  ashore, and in the end, most  had  to spend another  night  aboard  to the general dismay of all concerned. 

The  eastbound City of  Rome left New  York on 10 October 1896 and had  a frightful passage  across.  She  finally reached Moville at  12:15 a.m. on the  20th, two days overdue, and  left  there  at 2:00 a.m. Due  to  reached  Greenock on the  18th, she did  not arrive there  until midday  on  the  20th:

The Anchor Line steamer City of Rome, which left New York on the 10th inst. for Greenock, and at the a Bank this forenoon, having which was due at this port last Sunday, arrived experienced strong bead winds and extremely rough weather throughout the passage, Last Friday, when only 137 miles were run in the twenty four hours, the gale was particularly severe. Heavy seas broke over the funnels, and caused some damage to the fittings in the second cabins. During the voyage a child, twenty-two months old, was seized with scarlet fever of a mild type. The matter was reported to the local sanitary authorities, who, after fumigating the berth, had the child and parents removed to the Reception House. The  passengers, to the  number  of about 160,  were  subsequently  landed  at  Princes  Pier,  and the  City of Rome entered  the  James Watt  Dock  on the  same tide for  discharge of her  general cargo.

The Greenock Telegraph and Clyde Shipping Gazette, 20 October 1896.

Even getting to  James Watt  Dock had  its  own adventures:

While the Anchor Line tender Express was towing the City of Rome to the James Watt Dock yesterday forenoon, some of the tow ropes became entangled and caused the tender to swing right across the bow of the liner. There was little or no way on, but, before she was got clear, her funnel was carried away by the jibboom of the big steamer, and was only prevented from going overboard by the stays and steam tubes. Happily no one was injured, and the City of Rome proceeded on her way to the dock.

The Herald, 21 October 1896.

City of Rome was shifted  on the  morning of 26  October 1896 to  her  lay-up berth in the  James Watt Dock  by the tugs Neptune and  Admiral.

In 1896, City  of Rome completed four westbound and four  eastbound crossings.

Cover of Anchor Line brochure, 1897. Credit:  Smithsonian Institute Library.

1897

The Greenock Telegraph and Clyde Shipping Gazette of 20 February 1897  reported that  City  of Rome "will shortly undergo  her usual overhaul preparatory to resuming her  sailings between Greenock  and New  York."   On 18 March it  was reported her first  departure would be 22 May  and from New  York on 5 June with  the anticipation the Diamond Jubliee of  Queen Victoria in June  would spur tourist traffic from America.

Credit: Greenock Telegraph, 18 March 1897.

It will be remembered that there was a report  that  City of  Rome had  been chartered by  an American organisation for  a long  "yachting cruise  to the Mediterranean"  in 1897 which  seems likely was to have  been by  Frank  C. Clark  who had pioneered American cruising with  a  charter cruise  in  Red  Star's  Friesland in 1895.  However, the charter  of City  of  Rome was   not  finalised and it  would not be until 1898 that  Clark  operated  his second cruise  which  then became an annual offering. 

Her overhaul at Glasgow's Stobcross  Quay  completed, City of  Rome sailed from Glasgow on the afternoon of 8 May  1897 for  Greenock, entering James Watt Dock the next morning  there  to load for  America.   On the  6th The Greenock Telegraph and Clyde Shipping Gazette reported  that ""the demand for berths on the  City  of Rome is  about  the average, and there are yet choice locations vacant  for all  classes."

Leaving the James Watt Dock, Greenock at 3:00 a.m. on  22 May 1897, City of Rome went to her anchorage off  the  Tail of the Bank. Departing there late that evening, she called Moville on the 23rd and had 165 saloon and 417 steerage passengers  aboard for New  York  where  she arrived New York  at 4:49 a.m. on the 31st.

On her sailing  from New  York season, City of  Rome went out  on 5 June  with 226 First, 282 Second and 476 steerage passengers.  Among those aboard were 100 members of the  American Union of  Swedish Singers bound  for  the Stockholm Exhibition and  a party  of  50 Knights Templars, from the Oriental Commandery of  Cleveland. Delayed  off Tory Island by dense fog for  16 hours,  City of Rome arrived at  Greenock  at noon on the 14th

Commencing  her  second voyage  of  the season, City of Rome passed out of  James Watt Dock at 3:00 a.m. on 19 June 1897 and  proceeded to  the  Tail of  the  Bank  to embark passengers for  New  York, comprising  56 First, 90 Second and 150 steerage.  When  350 miles  east of New  York, fire  broke  out  in  no. 4 hold at  2:30 p.m. on the  26th, 350 miles from New York.  According to a report  given by  Capt. Hugh Young  on arrival at New York: 

Credit: New York Tribune, 28 June 1897.

'The fire was discovered at 2:30 p. m., and was in hold No. 4, directly under the main saloon. The ship was then in latitude 41:28, longitude, 63:20. The crew of 225 officers and men were immediately called to fire quarters.

Steam was turned Into the hold and about twenty-five holes were cut in the saloon deck through which water was poured into the hold from lines of hose. Cargo was removed from hold No. 3, and lines of hose were also led into hold No. 4 through the bulkhead door. The fire was under control by 7:30 o'clock, but the crew continued to work all night.

No one was injured, but the smoke was so dense in the stokeroom that a stoker was overcome and had to be taken on deck. When the fire broke out, the ship's fourteen lifeboats were provisioned and swung out board ready for lowerIng. Two vessels were near by, and I offered to transfer the passengers to them, but advised them to remain on board, which they did. They were remarkably calm, and there was no undue excitement. The fire is still smouldering, but no estimate of the amount of damage done can be made until the burned cargo is discharged.'

New York  Tribune, 28 June 1897.

Credit: The  World, 28 June 1897.

Passing  Fire Island at 2:10  p.m. on 27 June 1897, City of Rome docked  at Pier 54  North River that  evening.  She was accompanied up the Bay by the wrecking  tug I.G. Merritt of the  Merritt-Chapman Wrecking  and  Derrick  Company and the  fireboat New-Yorker  met her  off  her pier  but  not  needed. 

E. S. Bender, of Albany, N. Y., who was a first-cabin passenger, told the following story: 'Of course, there was considerable excitement at first. Captain Young who deserves great had the passengers assembled, and told credit, them that if they would keep quiet he would bring them safely Into port. There were a barkentine and a schooner about two miles away. Most of the passengers had their gripsacks in readiness to leave the ship, but after Captain Young had spoken to them they resolved to remain on board, and gave him three rousing cheers.' 

Dr. R. R. Stevenson, of Sloux City, Iowa, said that the cabins were densely filled with smoke and flooded with water. Some of the staterooms were in the same condition, and their occupants had to be removed to other quarters. A. B. Pickett, Editor of 'The Daily Cimetar,' of Memphis, Tenn., said that the fire was discovered through large volumes of smoke pouring from the ventilators.

A woman with two young children who lives in Ohio, and who declined to known her name, gave some additional facts: "When the boats were provisioned and ready for launching, the women." she said, "were told to prepare to leave the ship, and to get their handbags ready. In all the great excitement there were neither pravers nor hysterical ravings such as frequently accompany such occurrences. Although we had clergymen on board, no religious service was held Saturday, nor did any of them engage public prayer for delivery from danger; but in thanksgiving services for our safe arrival were held this afternoon. The staterooms were flooded with water, and most of us had to be transferred to other staterooms. At midnight on Saturday, women had to be transferred again, the water had invaded their new quarters.  The captain and crew deserve great credit for their coolness. We had fine weather credit throughout the voyage, and on Thursday and Friday we saw about twenty Icebergs." 

When the City of Rome was off Fire Island she signalled that, she was on fire. This fact was telegraphed the city and caused great was anxiety among the friends of her passengers, who assembled in large numbers at the pier to await their coming. The passengers held a meeting yesterday afternoon and unanimously adopted a series of resolutions expressing their high appreciation of the skill and courage of Captain and his officers, and the bravery and good discipline displayed by the crew.

New York Tribune, 28 June 1897.

Credit: The  Sun,  28 June 1897.

With her hull smoking hot, her exhausted stokers and sailors hanging on the rails of the spar deck, and her officers as grim-looking as her figurehead of Julius Caesar, the Anchor line steamer City of Rome steamed into this port yesterday afternoon. For more than twenty-four hours officers and crew had been fighting Are in the hold, and never before had they so warmly welcomed the cry when land was sighted yesterday morning, with all well on board.

 She signalled to the observer at Fire Island when she was sighted at 2:10 that she was afire in the hold, and the word was telegraphed up to the city.

She reached the bar at 8:45, and Health Officer Doty and a wrecking tug awaited her when she reached Quarantine at 4:30 o'clock. She was quickly cleared by the Health Officer and his staff, and steamed up the bay and river to her pier at the foot of West Twenty-fourth Street, where an anxious crowd awaited her. The fireboat New Yorker was on hand also, but, although the cargo was still afire, her services were not needed.

The  Sun, 28 June 1897.

The passengers were promenading the when deck and there were several in the main saloon, one of the stewards who was attending to their wants detected smoke. 

He reported at once to the officer of the deck, who made a hurried examination of the forward part of the and found that the smoke was coming through the floor and forward partition abutting on the hold. Capt. Hugh Young was in his room, and as soon as the officer of the deck was satisfied that there was a fire in the hold he sent for the Captain. The fire alarm was rung and the crew were called to quarters for fire duty.

The fire was located in No. 4 hold on the starboard side forward. This compartment runs under the main saloon, and the forward partition separates it. Axemen chopped holes in the forward partition of the main saloon, ripped up the carpets and started in on the flooring of the deck. This was made of four-inch timbers laid on a foundation of thin steel plates, and the men had to chisel through the steel.

The pumps were manned and lines of hose were run down through the saloon to the holes cut in the deck. The passengers huddled on the after deck, the officers assuring them that all would be well in a short time. 

After half an hour's work Capt. Young that he had no ordinary fire to deal with, and ordered the lifeboats swung from their davits, manned and provisioned. When the passengers saw these preparations they, became so apprehensive that Capt. Young had to take hand in quieting them. Several had run down to their staterooms and grabbed up various useless articles to their anxiety to save something. Capt. Young stepped up in front of the passengers and asked the men to come down to the after saloon while he left his officers to look After the women and children. A barkentine and a schooner were within hailing distance at this time.

'Gentlemen, there is a fire in the bold,' said he in calm tone, addressing the men in the saloon, and. while I don't think there is any cause for immediate danger, I can transfer you all to the vessels which are now in sight. I am pretty sure I can bring you safely into port if you will remain on the ship, however, but leave the matter to your own choice now.' How bad is the fire, Captain asked one passenger. don't really know any more about it than you do, but I think you will be safe until we get to port, replied the Captain.'

'Then I move that we stay by the ship,' said the passenger, who was E.S. Bender of Albany, N. Y. There was no dissenting voice, and the next moment the passengers gave three cheers for the Captain, who returned to the main saloon to direct the work of the officers and crew fighting the fire. The flames had gained considerable headway while most of the crew had been at work getting the lifeboats ready, and the main saloon was now filled with smoke. The crew cleared out all its furniture and rolled back the carpet, while the men kept on chopping holes in the deck flooring until there were no less than twenty of these in the deck. Powerful streams from half a dozen lines of hose were poured into the holes alternately, and a section of men was told off to break through the upper deck into the bold. Holes were also chopped into No. 3 hold, which was directly forward of No. 4, and the cargo was hoisted out. Then the bulkhead doors opening from No. 3 to No. 4 hold were opened and water was got on here. 

It was not without some misgiving that Capt. Young ordered this last work to be done, but there had to be some outlet for the smoke from No.4 hold, which had pervaded the stokehole and choked the stokers at work there. The stokers had to work in relief gangs, each staying ten minutes in the hole.

 One of the stokers was completely overcome and had to be carried up on deck. The sea was smooth, so that many of the crew could be spared for fire duty. The men worked in two watches, relieving each other frequently.

Between 6 and 7 o'clock Saturday evening the fire burned flercest, and at one time it looked as though there was no chance for the passengers other than to take to the boats, but Capt. Young held off the order, and kept the crew working flooding the hold. The steamer is provided with perforated pipes to send live steam into the compartments, but the fire  was of such nature that he did not think it would be of much use to attempt this, and he kept the men at the pumps. As night fell their efforts kept fire within bounds, and a meal was served to the fret and second cabin passengers in the after saloon.

The ample accomodations on the steamer enabled the Captain to make room for all the passengers for the night in the second cabin, but, while the women and children were sent to the staterooms, or walked the deck or sat around the after saloon. There was little sleep during the night. the tire breaking out afresh at intervals, and the hoarse shouts of the officers and men at work kept everybody alert. Toward morning, however, the fire died down and then it became simply a matter of drowning out. Breakfast was served earlier than usual yesterday, partly to occupy minds of the passengers.

At 9 o'clock the passengers held a thanksgiving service in the after saloon, two clergymen who were on board officiating. An hour was spent in prayers and hymns.

The Sun, 28 June 1897.

Credit: The World, 28 June 1897.

Capt. Young suspected the fire was caused by spontaneous combustion and it was still smouldering in no. 4 hold at 10:00 p.m. and the cargo therein,  a total loss.  A party of 55  Mormons among  the  passengers claimed  their presence aboard  had  saved  the  ship. As for City  of Rome's  exhausted crew, they finally got  a full day off on the  28th. 

Credit: The  World, 29 June  1897.

The fire still smouldering in the holds Nos. 3 and 4 of the City of Rome when she arrived in port Sunday evening was thoroughly conquered Sunday night. A rotary nozzle the hands of a detail of firemen from the  fireboat New Yorker soon settled all that was loft of the blaze. 

Early yesterday longshoremen began with the holes in the floor, the charred remnants of cargo through the hatches. Blackened bales of linen, rugs. carpets, burlaps and jute were plied upon the Anchor line pier. 

It was only in the main dining saloon, with the holes in the boor, the charred planking and the lingering odor of fire in evidence, that the work of the firemen was apparent. After the discovery of the fire Saturday the smoke was thick in the cabin that one couldn't see a foot ahead. 

After visiting the steamer yesterday Mr. Willian Coverley, of the Anchor line. said that the fire started from spontaneous combustion in the cargo In the compartment between decks, under the saloon, in No. 4 hold. It started near the bulkhead wall, and the heat was communicated through the wall to the outer compartment, setting fire to the cargo there. The fire burned In the centre of the 'tween-decks and could be seen from the top. 

In No. 4 hold, which eighty feet long. it had burned to a distance of twenty-live feet away from the partition, and in hold No. 3, which is fifty feet long, the fire had not burned so far, Mr. Coverley said. 

The World, 29 June  1897.

On 2 July 1897 it was announced that the fire damage to City of  Rome had been sufficiently repaired to be able to sail on schedule the next  day with 402 First, 310 Second and 272  steerage passengers. Enjoying "good weather  and a quick passage, " (Greenock  Telegraph), logging 7 days 8 hours 55 min. from Sandy Hook to Inishrahull, City of Rome reached  Moville on the 11th where  she landed 200 passengers before proceeding  to Greenock  where she arrived off the Tail of the Bank at 1:00 p.m.. The Greenock  Telegraph noting, "there  are still traces  of the damage done to the vessel below by  the fire which broke out in one of  the holds on the outward voyage."

Fully  repaired during  her usual mid summer respite, City  of Rome cleared the James Watt Dock at 11:00 p.m. on 27 August 1897 and proceeded to her  anchorage off  the  Tail of the Bank.  She  was joined the following morning by  the  new P&O mailship Egypt, Allan Line's Pomeranian, the sailing ship  Naworth Castle and the Clyde  guardship Benbow,  presenting a stirring sight in  magnificent surroundings.  City of Rome sailed at noon the following day with 430 First, 230 Second  and 240 steerage passengers.  She made New York at 7:18 a.m. on 5 September.  One death, that of fireman  Oliver Shane, of Greenock, was  recorded on 30 August from heart disease and he was buried  at sea. 

When City of Rome sailed from New York on 11 September 1897 she went  out with instructions to search for  fleetmate Circassia which was reported adrift  in mid-Atlantic with a broken shaft, and due  to  arrive  at Moville  on the  7th, and sighted by  the  steamer Island of Copenhagen. Without sighting  Circassia, City of  Rome put  into Moville  on the  19th and  arrived at the Tail of the Bank at 6:30 p.m. that evening, having  only 150 passengers to land there.   The death of a steerage passenger,  of apoplexy, was  recorded during the voyage.  City of Rome went  into James Watt Dock the morning of the 21st.

Making  a quick turnaround, City of  Rome  left  James Watt Dock the evening of 24 September  1897 for  the  Tail  of Bank  whence  she  departed the following  evening  on  her  last  voyage to  New York for the  season.  She arrived at  New York at 5:45 a.m. on 5 October.

Clearing New  York at noon on  9 October 1897, City of Rome got into Moville  at 10:00 p.m. on the 17th and at Greenock at 5:30 a.m. the following morning, landing 160 passengers there. 

On the arrival of the vessel at the Tail of the Bank, it was reported that a third-class passenger named Andry Filichso attempted to commit suicide by cutting his throat with a razor on the evening of Saturday last. It appears that while sitting at the tea table he drew the weapon across his throat, almost severing the windpipe. The occurrence was observed by John McCallion, one of the assistant stewards. He at once summoned Dr James Hunter Dryden, the ship's surgeon, who attended to the unfortunate man's injuries, which mere of such a nature that a silver pipe had to be inserted in the throat. On the City of Rome reaching the Anchorage, Filichso was taken ashore and removed in the carriage ambulance to the Greenock Infirmary, where he lies in a critical condition. Filichso is a native of Austria.

The Greenock Telegraph and Clyde Shipping Gazette, 18 October  1897.

City of Rome was shifted to her winter  lay-up  berth  in James Watt  Dock the afternoon of 29 October 1897.

In 1897, City  of Rome completed four westbound and four  eastbound crossings.

City  of Rome anchored off Kittery Point, Portsmouth, N.H. to embark Spanish prisoners   of war for  repatriation. Credit: Naval History and Heritage Command.

1898

Credit: The Herald, 1 April 1898.

In reporting that work had begun on City of  Rome to pull her out of  lay-up in  James Watt  Dock, The Greenock Telegraph and Clyde Shipping Gazette of 19 March 1898 added that "several American gentlemen inspected this fine  vessel this week." It was announced on the 30th  that City of  Rome's first departure that season would be on 21 May. 

With  the imminent prospect of war between Spain and the United  States  in April 1898, Spain scoured the market for suitable transport ships or  potential armed merchant  cruisers. On the  15th it was reported five North  German Lloyd  liners  and  City of  Rome "have been offered for sale  to  the  Spanish Steamship Company,  whose vessels the Spanish  Government have  a right  to appropriate in the event of war." HAPAG's Normannia  and  Columbia   had already  been purchased with Saale, Spree, Werra, Fulda and  Havel being the  others under  consideration.  It was reported on 26 April that Anchor had  sold three steamers  to the  Spanish and "It  is understood that  negotiations were opened up for  the purchase  of  the  City of Rome, at  present in the Clyde, the outfit of  which  will be completed  tonight,  but difficulties  have arisen as her transfer owning  to  hostilities  having started  so  suddenly." (The  Courier and Angus). 

City of Rome would not be sold  to  the Spanish  but  the ensuing (breaking out  on 21 April  1898) Spanish-American War cast doubt if her scheduled first departure on  21 May  would go ahead. On the afternoon of  the  2nd, the Anchor Line directors met to make a decision, The Greenock Telegraph and Clyde Shipping Gazette reporting that "some of the  crew  of the  steamer have  been paid off,  and it  is rumoured that that partly  on account  of the  war the  first voyage this season will be  postponed till later." 

In the event, the war was soon quickly  decided by  decisive American naval victories in Manila Bay (1 May 1898) and off Santiago, Cuba (3 July),  and  City  of Rome's schedule would  be  operated  as planned. She  went into drydock at Stobcross Quay, Glasgow, by  9 May, and returned  to Greenock's James  Watt Dock on the  16th to load  for  New York.  

City of Rome  (Capt. Hugh  Young) left  James Watt Dock  early  on the  morning of  21  May  1898  for the  Tail of the Bank where she  embarked 30 First, 100  Second and 200  steerage passengers, before  sailing  at noon for Moville  and New York. She arrived at New York on the 29th with nary  a notice  in the press.  

The  eastbound  City  of  Rome cleared  New  York on 5 June  1898 and made Moville at  midnight on the  12-13th. Due  to reach the Tail of the  Bank at 8:00  a.m. on the 13th,  heavy fog in the  Channel badly  delayed her and she  did  get in until 7:00  p.m., disembarking 300 passengers.  Three  deaths, two of male passengers  in  First Class,  and one, a crew member. "On landing at Greenock on Monday night from the Anchor Liner City of Rome, many of  the male passengers were observed to have the lapels of their coats decorated with small American flags. Not a few of the ladies also showed their patriotic feelings at this juncture by wearing the stars and stripes on their dresses." (The Greenock Telegraph and Clyde Shipping Gazette, 15 June 1898).

Owning to the  dull state of the  Transatlantic passenger trade consequent to the  Spanish-American war, the s.s. City  of Rome's  sailings from  Greenock to New  York have been stopped meantime.

The Greenock Telegraph and Clyde Shipping Gazette, 17 June 1898.

With little notice, Anchor Line  cancelled City of  Rome's  scheduled departures from Greenock of  18 June and 21  August 1898 and the ship  laid up  in  James  Watt Dock. However, on 9 July, new sailings on 27 August  and  24  September were first advertised.

The Anchor Line steamer City of Rome, after having been laid up a couple of months in the James Watt Dock, is being got ready again to resume her sailings across the Atlantic. She will go out on the 27th current, and, it is understood, will make two trips before laying up for the winter. I had look round this magnificent vessel the other afternoon, and on all hands could be seen preparation for the voyage. A visit to the drawing-room showed that everything was in readiness for the reception of the saloon passengers, and this part of the ship was looking very bright and attractive. The large saloon dining room, which accommodates 266 persons at one sitting, was also looking its best, although one missed the glitter of silver and cutlery and the movements of the passengers.

In this respect a big steamship is not seen under such favourable auspices when there is life and gaiety on board to lend an aspect of reality to the scene. In the cabin berths, as well as in those of the intermediate and steerage departments, large piles of bedding were to be placed in their wonted order. The huge vessel was trim and clean from stern, and even in the engine-room, amidst the maze of machinery, the same trimness obtained.

In a few days the 'Rome,' as she is familiarly termed, will be in readiness to receive her hundreds of passengers, and then, westward ho! It is stated that prior to her departure she will be visited by the Duke and Duchess of Devonshire.

The Greenock Telegraph and Clyde Shipping Gazette, 16 August 1898.

We notice from our advertising columns that the well-known large and express steamship City of Rome will sail from Greenock for New York on Saturday forenoon, 27th August. There is, we understand, a fair demand for passages by the big liner, and there is every likelihood of increased passenger bookings taking place now in consequence of the stoppage of the war between America and Spain.

The Herald,  18 August 1898.

Finally  returning to service, City of  Rome sailed  from the Tail of  the Bank at midday on 27 August 1898 "with  a full general cargo and  about 800 passengers." (The Greenock Telegraph and Clyde Shipping Gazette, 27 August).  City of  Rome arrived at  New York at 3:07  p.m. on  5 September, with 426 saloon and 245 steerage  passengers.

It will be recalled  that the  Spanish had,  as recently as that  April, contemplated  the purchase  of  City of  Rome for  her  prosecution of  the  war  against  the United States  of  America.  Now, on the  fourth  day  of  September, it  was  reported that the Admiral Cervera and the  survivors of his  utterly  vanquished fleet, would  be repatriated back to Spain aboard the  ship from camps in Portsmouth, N.H. and wounded from Norfolk, Va. Whilst  it  was reported that  Admiral Cervera had  left Annapolis on the  5th  for Norfolk, Va.,  to  finalise arrangements,  Anchor Line's somewhat bewildered  agent  had yet  to be informed of  the  charter  and  stated they  were still accepting bookings for the ship's  departure  that  coming  Saturday  for Glasgow. 

Arrangements were  finalised  between Capt. Eulate (son of  Admiral  Cervera and late Captain of Vizcaya)  of the  Spanish Navy and Anchor  Line and announced on 7 September 1898  whereby City of Rome would  depart New York on the 9th for  Portsmouth, N.H.  to  embark  180 officers and 1,300  ratings of Cervera's fleet, for passage  to  Santander, Spain.  The ship's Glasgow-bound  passengers booked her  now cancelled  departure  on the 10th would have a choice of  being  transferred to Cunard Line or  Allan-State Line or have their  tickets  refunded.  William Coverly,  Anchor's New  York  agent  refused  to  disclose  the  contract  price which was  paid  in gold. Work to unload  City of  Rome and bunker her  with 3,000  tons  of coal was rushed to  have  her off  on time.  Admiral  Cervera  and officers, including vice commanders  of Vizcaya and Cristobal Colon, and Captain of Maria Teresa, along with 44 wounded (five officers and 39  ratings), would travel from Norfolk,  Va. to New York  via the Old Dominion Line to  New York  to embark City  of  Rome there.  

City of Rome, instead of sailing for Portsmouth from New  York as planned  on 9 September, did  not get  away until noon  the following day, her originally intended  sailing  day. She arrived in Portsmouth's lower harbour  at 3:45 p.m.the following  afternoon, anchoring off Fort Constitution,  and  her intending passengers "danced with joy" as they sighted  her from their camp on Seavey's Island. They, all  1,688 in number, would leave Camp Long the  following morning, being ferried out  to  the  liner aboard the barges Dover and Berwick beginning at 5:30 a.m. and all aboard by  9:00 a.m. on the 12th and City  of  Rome cleared at 12:15 p.m. direct for  the eight-day  crossing to Santander.

Credit: The New York Times, 13 September 1898. 

The big Anchor liner got away at 12:15 o'clock. As she passed down the harbor on her way to the sea the spectators on small craft and on shore renewed their cheering and the steam vessels blew whistles for several minutes. Admiral Cervera stood on deck looking toward the city until the vessel had reached the open sea. 

City of  Rome arrived at Santander the  evening  of  the  20th, and landed her  passengers  the  following morning by tenders. 

Fine weather was experienced, and the benefits of the  sea voyage, coupled with the care and attention which all on board received from Captain Young and the officers  of the steamer, a marked effect on' the outward appearance and health  of the men generally. Owing to the limited harbour accommodation the City of Rome lay outside Santander, and next morning Admiral Cervera and the 1,700 survivors were disembarked by of steam launches and other small craft. Before leaving the steamer the Spanish Admiral, on behalf of himself, his officers and men, thanked Captain Young for his kindness to all on board, and passed a high encomium on the seagoing qualities of the City of Rome. The Anchor Liner left Santander on Wednesday, and arrived at Greenock last night, as stated above. After discharging cargo, she will lay up for the winter in the James Watt Dock.

The Greenock Telegraph and Clyde Shipping Gazette, 24 Sepember 1898.

Credit: The New York Times, 22 September 1898. 

The trip from Portsmouth to Santander occupied eight days, and as the weather throughout was excellent, all on board greatly enjoyed and were much benefited by the voyage. The supply of rations was on the most liberal scale, and there was an abundance of tobacco, each man previous to embarkation having been presented with a pound of smoking mixture by merchants of New York. The officers of the City of Rome state that the Spaniards were quite delighted with the treatment they received on board ship, and passed the time singing, dancing, and playing musical instruments. They had little to say about the war, but those who referred to it readily admitted that they knew they had no chance of escaping capture at Santiago. There were two priests on board, and on Sunday at sea an impressive service was held on the port side of the upper deck. An altar was fitted up, the Spanish flag being used to cover it, and in the presence of about 1900 persons (including the crew) High Mass was celebrated. Not single death took place on board, whereas about 100 of the wounded died on the American boats between Cuba and Portsmouth.

Daily  Record,  26 September 1898.

Credit: The  Greenock Telegraph, 24  September  1898.

Departing Santander on 21  September 1898, City of Rome arrived in the  Tail  of  the  Bank late  on  the  23rd,  and docked  at  5:00  a.m.  the  following  morning  in James Watt  Dock.

In 1898, City  of Rome completed two westbound and one  eastbound crossings and one charter voyage Portsmouth, NH to Santander, Spain.

City  of Rome anchored off Portsmouth, N.H. to embark Spanish prisoners of war for  repatriation, Credit: Naval History and Heritage Command.

1899

It was back to  routine for City of Rome in 1899, although it would prove one of her more eventful years.  The first advertisement for her sailings that  year appeared on 25 February  showing initial departures from Greenock  on 20 May and 17 June.

Credit: The Greenock Telegraph, 25 February 1899.

A large number of workmen are at present engaged in giving the Anchor Liner City of Rome a thorough overhaul at the James Watt Dock. All her boats were lowered into the harbour this week for survey. According to present arrangements the big ship leaves  for  the graving  dock at Glasgow on the 8th May, and resumes her sailings between Greenock and New York on the 20th of the same month.

The Greenock Telegraph and Clyde Shipping Gazette, 14 April 1899.

City of  Rome departed  Greenock  on  8 May  1899  for Glasgow  for drydocking and overhaul at Govan, returning to  Greenock's James Watt Dock  on the  afternoon of  the 15th.  Amid  a  pay dispute  by  Clydebank seamen and firemen, the Daily  Record  of the  18th  reported:  "An effort will be  made to  block the City of  Rome for which, it is stated, the full complement of firemen and trimmers has not been secured. The company's  officials are confident of engaging a full  crew at the rates  they  are offering." At the same time, the dockers made wage demands which  Anchor Line agreed to  on the  eve  of  City of Rome's departure. 

Back in service, City  of  Rome left  James Watt  Dock, Greenock, at 7:00 a.m. on  20 May  1899 for Tail of the Bank. After embarking  some 500  passengers, she  sailed that  afternoon for Moville and New York. "Receiving a complete overhaul before resuming  her  sailings between Greenock and  New York, the  City  of  Rome  is  in first-class order,  and her fine  appearance at the  Tail of  the Bank  attracted much  attention."  (The Greenock Telegraph and Clyde Shipping Gazette, 20 May). She arrived  at New York at 6:30 a.m.on the  29th with 170 saloon and 405 steerage passengers.

Her first Clyde-bound crossing of  the  season, from New York at noon on 3 June 1899, with 264 First, 178 Second and 224 steerage passengers, was notable for its course across as reported by the New York Tribune:

Credit: New York Tribune, 8 June 1899.

A report made by Captain Walter of the German steamship Prinz Regent Luitpold, when it arrived at this port from Bremen yesterday, caused no little surprise in shipping circles. The entry in the steamship's log of the vessels sighted while crossing the Atlantic among other things said: June 5 in lat. 41.30 and long. 60.35 passed steamship City of Rome (Br) from New-York was steaming east on the western track of transatlantic steamers.

When this entry in the German steamer's logbook was shown to the agent of the Anchor Line, William Coverly, he said that Captain Hugh Young, who is in command of the City of Rome, careful navigator, and to seafaring men itt is a might seem strange that he is making such a course across the ocean.

It was being done, according to orders, however, because before starting for Glasgow on Saturday, Captain Young had been directed not to cross latitude 43 north of longitude 50, so as to avoid drift ice. Anchor Line, it seems, was not a party to the agreement among the ocean passenger boats follow the southern ocean lanes between January 15 and August 15 each year. The steamers  of that line can therefore take the course which time of the departure of the boats from New-York or Scotland is considered to be the safest.  The City of Rome has two hundred and  thirty passengers on board. Certain agents of the lines in the ocean lane expressed surprise when told that the City of Rome is being run across the Atlantic the path of their westbound vessels.

New York Tribune, 8 June 1899.

 

Arriving at the Tail of the  Bank just before 1:00 p.m. on  12 June 1899, City of Rome had been expected the previous  evening, but delayed by heavy fog  in  the later  part  of the  crossing. 

City  of Rome's next departure  for New York had her clearing James Watt  Dock  the morning of 17  June 1899 and  after embarking some 300 passengers  off  the Tail of  the  Bank,  sailing that afternoon, and from Moville at 8:15 p.m., for New  York, with some 300 passenger s aboard. She arrived there at 4:00 a.m. on the  26th in heavy fog, which occasioned  a collision in the  Lower Bay  with the steamer Monmouth:

Fog was responsible for a collision early yesterday morning between the incoming Anchor liner City of Rome and the  New-Jersey Central Rail  Monmouth, bound for Sandy Hook.  So dense was the vapor that only  two minutes elapsed between the time when both vessels  were visible to the lookouts and the crash. Both vessels were  moving slowly, however, and in two minutes the Monmouth succeeded in not reversing  her engines, but getting on some speed astern, about four miles  an hour, her  captain  thinks, reduced her speed to   about four miles an hour. The consequence was that the  for of impact was  comparatively light, and the great bulk of the Atlantic  liner fairly pushed the  receding Monmouth out  of the way.

Nevertheless, the ships met almost bow on, and the City of Rome's  bowsprit tore away the rail,  nettings and stanchions on the front part of the Sandy Hook boat, as a powerful hand might tear the lace  from a woman's bonnet. The liner continued on her way  with hardly a scratch on her paint to show for the encounter, while the Monmouth halted to clear away wreckage and  ascertain the extent of  the damage. It was soon seen  that no hard was done below the main  deck,  and she  continued on her way to the city with a force of carpenters busily repairing  her joiner  work. It is said that $250 will pay for all the damage.

This happened in the Lower Bay, near Swinburne Island,  between 5 and 6 o'clock a.m. The Mounmouth  had left her pier at at 4:30 o'clock, and struck the fog as she was passing through  the Narrows. She carried a crew of about  40 men, about twelve passengers and a cargo of  freight  for  the summer  hotels along the Jersey  coast. She kept her steam-whistle going and heard the City of Rome's foghorn some  time before she  was visible. When she did appear  the Monmouth's captain says  he  did  all  he could  to avoid  a  collision, but  that  Anchor liner did not try to stop at but that the Anchor Line people deny this. Each side places the  blame upon the other. There was no  panic on the  Monmouth, and the passengers on the City of Rome hardly  felt the shock at all. Many of them did not  know of  the  accident till  Quarantine was reached. The  Monmouth's crew say no attempt  was  made by  those on the liner to  ascertain what injury she  had inflicted. She  went right  ahead.

New York Tribune, 27 June 1899.

City of  Rome left  New York at noon on 1 July  1899, with 432  First, 182 Second and 175 steerage passengers.  Arriving at Moville at 1:30p.m. on the  9th, she  proceeded  to  Greenock  where she anchored off  the  Tail  of  the  Bank at 9:30 p.m.. Among those landing were  two tour parties, of  some 130 participants, organised by Messrs.  Clarke &  Bartlett.  

Ending  her  traditional mid  summer  layover, coaling of  City  of  Rome  for  her return  to service on 26 August 1899 was underway  by  the 18th alongside the  James Watt  Dock.

Leaving  James Watt Dock early  in the morning  of  26 August 1899  for the Tail of the  Bank,  City  of Rome embarked close  to 1,000 passengers there by  late morning, and  sailed at 1:00 p.m. for Moville where she arrived  at 6:40 p.m. and  had altogether  420 First, 220  Second and  230 steerage passengers on departure  for New  York. 

Credit: The World, 5 September 1899.

On arrival at New  York on 4 September 1899, with  her  figurehead  of  Julius Caesar missing its  right forearm, broken off  at the  elbow, City  of Rome came in with  thrilling  tales of  her collision with  an iceberg at dinner time on 31 August in  fog  off  the  Grand Banks.

Credit: The  New York Times, 5  September 1899.

Capt Young  gave  an  official report  to  the  newspapermen: 

We ran into the berg in the fog. The figurehead had an arm broken off, and the bobstay was bent,' but there was no other damage. None of the plates was strained, and there is no leak so far as we can discover. The collision occurred in latitude 43:30 north, longitude 48:44 west.

We had been going at reduced speed because of fog--not more than 9 knots. We saw a piece of ice just before the collision, and had barely way on- certainly not more than 3 knots- the berg we struck was seen ahead. Immediately the berg was made out, the engines were reversed, and were going full speed astern when we struck. It was a small berg. It didn't reach much above the deck. We struck it glancing, and as we were loosing way at the time the impact was slight.

Some of the passengers said that the pumps were kept going all night after the collision, and that there were reports of and of damaged cargo. Regarding this the water in the two forward compartments, Captain said that some water ballast in the forepeak had been pumped out after collision to learn if there was any leak. That accounted for the pumping. The vessel floated rather high than otherwise, when she arrived here.

The vessel lay still for the succeeding six hours, while investigation was being made and the water ballast was being pumped from the forepeak, The passengers were, of course, nervous, and most of them said that they slept none that night. They all commented on the splendid discipline. They said that when they got to the deck, quick as was their rush, they found all of the boats manned and ready for lowering, while the officers kept their heads reassured them.

The New  York  Times, 5  September 1899.

Credit: The Sun, 5 September 1899.

The Rome had been going forward at only three or four knots an hour. but she had travelled that fifty feet almost before she began to feel the backward pull of the propeller blades, and just as she had begun to veer off response to the rudder, there was a crash and  crunching and then the big ship began to rise, five, six, seven feet in the air. The crunching became louder, she listed to port a bit and then sank down as gracefully as she had come up, and in less time than it takes to tell it, the fog had closed in about the berg and it was lost to view. All this happened 80 quickly that Miss Benjamin, who was the nearest the berg of any of the passengers, had hardly time to become frightened. She hadn't moved.

Down in the saloon at the moment of the crash the dishes went flying from the tables, some of the women shrieked, as they were nearly jolted from their seats, some of the men swore regardless of the presence of the women, and everything was confusion. In every other part of the ship where the passengers were, there was fright that they'll not forget as long as they live. Here and there, passengers grabbed life preservers and made for the deck with them. Others fell on their knees and began to pray. Dr. Higgins's wife was one of these latter.

The  Sun,  5 September  1899.

Credit: The World, 5 September 1899.

The City of Rome left Glasgow on Saturday,  Aug. 26, with a crew of 297 men and 993 passengers. Fair weather prevailed for three days. Then a dense fog was encountered which lasted for, several days, during which time Capt. Young was almost continuously on the bridge.

All went well until Thursday last, at noon, when, in latitude 49.04 north, longitude 47.15 west, the fog grew denser, lowed by a perceptible fall in temperature. An hour later the vessel was ploughing through ice fields, and her speed was reduced from eighteen to nine knots an hour. The vessel was pushing along at this reduced speed when, at 5.50 P. M., in latitude 48.30 north, longitude 48.44 west, the lookout shouted: 'Ice dead ahead!' 

Through the fog Capt. Young and those on deck could distinguish the dim outline of an iceberg 40 feet high and 300. feet long. Orders were instantly given and executed to reverse the engines. 

The steamer struck the iceberg: a glancing click on the starboard side. There was a grinding noise, and the big vessel's starboard bow was lifted twelve feet, The shock shifted the coal in her bunkers, and as she gradually settled she listed badly to port. The iceberg floated away and soon was lost to sight.

When shock came most of the saloon passengers were at dinner; some were in their staterooms, and a few were promenading the upper deck. Immediately there was the wildest confusion. Passengers were thrown to the floor and tumbled from their berths, while dishes and bric-a-brac were dashed to pieces. 

All thought the vessel had struck another ship. Women, crying and praying, dropped to their knees, while men rushed for lifebelts. 

According to the passengers the behavior of the crew was admirable.  In pursuance of orders they sprang to the lifeboats, ready to lower and man them, while the purser, and secondary officers hurried through the saloons and on the decks to assure, the frightened passengers that there was no danger. Capt. Young had swung himself over the how of the ship to make. a personal investigation. He remained a few minutes and appeared with a smile on his face; 

'There's not' a bit: of danger,' he said. This cheering news quelled  the fears of the passengers, and quiet was restored.

The World, 5 September  1899.

City of Rome left New York on 9 September 1899 and "on account of the  stormy  character of the  weather she was unable to call  at  Moville,"  (Greenock Telegraph) and proceeding  direct to the Tail of the  Bank,  had 183 passengers  disembarking on  arrival  on the afternoon of the 18th, of whom 50  left Greenock  that evening  for Londonderry. 

Clearing  James Watt Dock  the morning  of  28 September 1899, City of Rome joined  a splendid company of ships off the Tail of the Bank including the new  cruiser H.M.S. Hyacinth, the telegraph cable-laying ship Monarch,  Castillian Prince,  the four-masted Peter Iredale and a couple of brigantines.   City of Rome sailed  that evening for New  York, via Moville, with 148 First, 287 Second and 320 steerage passengers.  Clearing Moville  at 3:00 p.m. on the 29th, City of Rome  arrived at New  York at 7:20 p.m. on 8 October

On her  final crossing  for the season, City of Rome  cleared New York on 14 October 1899 and made the Tail of the  Bank the  morning of the  23rd, landing 150 passengers at  9:00 a.m.. 

Credit: The Herald, 28 October 1899.

There  would  no enforced idleness for City  of  Rome that autumn and winter, when it was reported on 28 October 1899 that she had been chartered by H.M. Government  ostensibly  as a "hospital ship in South African waters"  during the just broken out  Anglo-Boer  War.    In fact, the  report proved  premature, certainly as  to her ultimate employment.

City of Rome left Greenock on  the  evening of 27 October  1899 for Govan  for drydocking and survey. On 3  November  the  Daily Record  reported:"The Anchor liner City of Rome is now in dry dock at Govan being overhauled. The vessel, contrary to prevailing rumours, has not yet been chartered by the Government as hospital ship. The City of Rome, it may be remembered, struck an iceberg in the Atlantic recently and was damaged. The present overhaul will take the place of that usually given later in the season, and the vessel will be ready in case she really is required in connection with the war. She would certainly make magnificent floating hospital."   On the afternoon of 24th,  City of  Rome left Glasgow for Greenock, "and will lay up  in the  James Watt Dock for  the winter."  (Greenock  Telegraph, 24  November).  She would not be idle for long.

On 21 December 1899 City of Rome became the 78th British merchant ship to  be chartered for use  as a transport.  Paying  £8,500 per month, it was a welcome and lucrative  charter  for Barrow Shipbuilding Co. for a vessel otherwise idle  at the  time and, as events proved, would be in effect for a  single round  voyage to the Cape and not interfere with her planned 1900 trans-Atlantic schedule. 

The Herald reported on 23  December  1899 that Mr. Farrell,  Chief  Inspector for  the  Admiralty Transport Department, had  surveyed City of Rome on the  19th, "and duly approved  of  her  as  a transport.  The  vessel is now being fitted up  by  Messrs. Caird & Co. at  Greenock,  and we  understand  they are making every effort to  have her ready for the embarkation of  troops by  the  10th prox.  The  City  of  Rome will carry 110 officers, 12  second  class, 1,950  men and 12 horses."

Anchor Line steamer City of Rome was no sooner chartered by the Government for transport service than Caird & Co. sent close to one hundred joiners on board to carry out the necessary alterations in the interior of the vessel. State rooms and cabins are being taken down to make way for soldiers' and the more valuable fittings and upholstery work will be placed in a store opposite James Watt Dock, where they will remain until her return off time charter. Stalls will also be fitted up for the accommodation of twelve horses. In view of the urgency of the case and the nature of the ship's employment, the joiners have agreed, it is said, to work full overtime.

Her engines and boilers will he overhauled, and to-day she was taken up to her old berth in the dock to load bunker coal. The City of Rome is expected to be ready for the embarkation of troops by the 10th prox. She will carry 120 officers, 1,950 men, and twelve horses. Her chartered figure is reported to be £8,500 per month.

The Greenock Telegraph and Clyde Shipping Gazette, 29 December 1899.

The fitting up of the steamer City of Rome as a transport has provided work for a large number of joiners who have been on the unemployed list for  several weeks.  About 50 extra hande have been engaged by Messrs. Caird & Co., and with a number of other men in the employment of the firm will work throughout the holidays. The alteration of the liner will, it is expected, he finished by the 10th of January.

Daily Record, 29 December 1899.

In 1899, City  of Rome completed four westbound and four  eastbound crossings.

City  of Rome outbound in the Clyde showing her last rig with all crosstrees and gaffs removed. Credit: Merseyside Maritime Museum.

1900

Starting the last  year  of  the 19th century in a new  role,  it  was  reported on  6  January  1900  that City of Rome "will  take on  a number  of  troops at Liverpool on the 15th  inst.,"  and on the 8th  that she was expected to arrive on the  Mersey from Greenock on  the 13th and would,  after  departure from Liverpool,  be  "completing her  complement at Queenstown." Her outbound  complement of troops was announced on  the 9th,  consisting of  the 3rd Battalion  South Lancashire Regiment-- 22 officers, 800 non-commissioned officers and men, and four horses; embarking at Queenstown on the 18th:  4th  Battalion Argyll and  Sutherland Highlanders-- 28 officers, 880 non-commissioned officers  and men,  6 horses; detachment of 20th Company Royal Army Medical  Corps, 8 non-commissioned  officers--  for a  total of 52 officers, 1,693  non-commissioned officers and men, and 10 horses.   

The ship's schedule  was altered on 10 January 1900 whereby City of  Rome would depart  Glasgow  on the  16th with an advance party  of  two officers and 150 men of  the  3rd Btn. Lancashire Reg., embarking the remainder at Liverpool on the  17th (22 officers and 650 men) and the 4th Bttn. Argyll and Sutherland  Highlanders at Queenstown on the  18th.  

On 11 January  1900 it  was announced in  Gibraltar that the No.  5 Company  Eastern Division Royal  Garrison Artillery, three  officers and  191 men, would arrive there on the  20th from Malta, would  embarked  in  City  of  Rome during  her  call at Gibraltar on the  22nd. Their  relief, the 32 Company  Southern Division Royal Garrison Artillery,  would be  embarked at  Queenstown for  Gibraltar. 

The work of fitting up the Anchor Line steamer City of Rome for transport, service is practically finished, and on Monday, expected, the vessel will  leave James Watt Dock, Greenock, for Liverpool, to embark troops for South Africa. Visitors to the dock during the past week have been amazed at the immense quantity of stores carried on steamer like the City of Rome. Besides many wagon loads of block ice, some 18 truck loads of Government stores for the Cape have been put ou board, and the commissariat stores include 350 barrel's of flour and about an equal number of barrels of biscuits. Be. sides a great quantity of tobacco, which will he sold to the troops on board at 2s 6d per lb.. there are about 360 dozen cases of bottled beer, 120 dozen cases of bottled stout, and 3000 dozen cases of mineral water. The shipping of the stores has given employment to over 100 men working night and day since Tuesday, and about 200 joiners and carpenters have been engaged on the alterations in the vessel since the beginning of the year.

Daily Record, 13 January 1900.

Credit: Daily  Record, 10 January  1900.

Messrs. Caird &  Co. completed their work converting City of  Rome  the  evening of 10 January 1900 with some final work,  added  at the  last  minute, tackled  the following day. There was  some last minute bargaining between the Sailors' and Firemen's  Union  to block  the ship's departure by refusing  to sign  on  for less than  £5  a month.

Now known as "Transport 76"  and so  identified  as such  by the number painted in black within a white  square below her bridge wing, City of Rome was shifted from her berth in  James Watt Dock at  10:00 a.m. on  13 January  1900 to  the Tail of the Bank  to complete her coaling  and take on  board  a quantity  of  hay  for her horses.

On H.M. Service, City of  Rome's  senior officers comprised:

Master: W. Baxter

Chief Officer: J. Blaikie

Chief Engineer: J. Murray

2nd Officer: A. Moffat

3rd Officer: R.H. Brown

Senior 2nd Engineer: W. Grass

Junior 2nd Engineer: A. Gordon

Surgeon: A.C. Wilson

The Anchor liner City of Rome (transport 76) arrived in the Mersey yesterday afternoon. Great interest was evinced at her presence in the river, for she is described by nautical men as being one of the prettiest boats" that has ever sailed from Liverpool. As she lay in the river, a buoyant graceful form upon the water, those crossing to from Birkenhead, New Brighton, Seacombe, and Egremont had a good opportunity for observing her closely, and unqualified admiration was expressed on all sides.

Liverpool Mercury, 15  January  1900.

Credit: Liverpool Daily Post,  13  January  1900.

Returning "home" to the Mersey for the first  time  in some  nine  years, City of  Rome arrived  at Liverpool on 14 January 1900 and "dropped anchor in mid-stream, immediately  opposite the Prince's  Landing Stage." (Liverpool Daily Post, 15 January).

Shortly before eleven o'clock yesterday morning two officers and 150 rank and file of the 3rd Battalion South Lancashire Militia arrived in Liverpool, from Preston, at the Exchange Station, Tithebarn-street. Outside the station considerable number of people were congregated, and when the soldiers came out into the street in marching order they were loudly cheered. They proceeded down Chapel-street to the Prince’s Landing  Stage  where they em barked on board a tender, which took them to the City of Rome, lying at anchor in the river  opposite the Birkenhead stage.  As off from the stage, a cheer was raised by the troops appeared to be in the best health and spirits, and the officers in charge were Lieutenants Clarkson, Edie, and Stewart They all wore khaki helmets and long greatcoats.

This morning the remainder of the battalion, 22  officers and 650 rank and file, will leave Preston in two trains which are due to reach Exchange Station, Tithebarn street, at 9.20 and 9.55 For the purpose of the embarkation of these troops the ship will be brought to the Prince's Landing-stage.It is expected that the City of Rome will sail from the Mersey this afternoon. At Queenstown, she will embark 800 and men of the 4th Battalion Argyll and Sutherland Highlanders. In addition, at Queenstown, will be received on board three officers and 191 men of the Royal Garrison who are to be conveyed to Gibraltar.  

Liverpool Daily Post, 16  January  1900.

City of Rome sailed just before  2:00 p.m. on 16  January  1900 amid stirring  scenes: "As the City of Rome moved  off loud  cheers were given, while  the  men on board swarmed on the decks,  some of them into the lower parts of the riggings,  and  returned the cheers of  those shore. The vessel  was got  quickly  away, and steamed  off on the ebb tide  for Queenstown at  great sped. She was speedily lost to view." (Liverpool Echo, 16  January 1900).

Arriving at Queenstown the  morning of 17 January  1900, City of Rome  embarked her  additional troops there and  departed for Cape  Town, via  St. Vincent  (for coaling)  the following evening

The hired transport City of Rome, of the Anchor Line which arrived at Queenstown on Wednesday from Liverppool with 22 officers and  650  non commissioned  officers  of the 3rd Battalion South Lancashire Regiment, left  last evening for Gibraltar, St Vincent, and Cape Town, after embarking 25 officers and close on 800 men of the Argyll and Sutherland Highlanders (Militia), and 3 officers and 190. The men of the Royal Garrison Artillery Highlanders arrived in two special trains yesterday morning from Dublin, their baggage having arrived on Wednesday, and at once, embarked on the City of Rome at the deep water quay. The battery of Royal Artillery came from Spike Island by Government launch, and as they passed close to the White Star liner Teutonic at anchor in the harbour, awaiting to embark mails and passengers for New York, the passengers and  the crew  of the liner cheered the troops and again, a compliment which the soldiers much appreciated. The entire work of embarkation was completed by 4 p.m. at which hour the City of Rome was warped of from the quay, amid a scene of great enthusiasm on the pert of the townspeople, who crowded the quay. The crew of the flagship Howe of Rear Admiral Lake, cheered the  troops in a lusty manner, and the band of the warship played inspiring  airs as huge transport  steamed out to sea. 

Liverpool Daily Post, 19 January  1900.

City of Rome arrived at Gibraltar on 22 January  1900 and the following  morning the  transport  Anubis  arrived  from Malta with  the  No. 5 Company  of  the  Eastern Division of Garrison Artillery  who  transhipped to the  Rome and sailed immediately  once  embarked. City of Rome put  into  Las Palmas on the 25th and  called at St. Vincent  28-31st for coaling.  She arrived at Cape  Town on the evening of 12 February.

Credit: The Courier and  Argus, 28  February 1900.

The first advertisements for City of Rome's 1900  Greenock-New  York service appeared on 26 February with the first  sailing on 19 April.

City of  Rome left Cape Town on 2 March 1900 with 13  officers and 234 non commissioned officers and other ranks,  all wounded and the majority from the  battles of Modder  River or  Magersfontein. for Southampton, via St. Vincent.  Many made excellent progress  during the  course  of the voyage  with  but two  cot cases  remaining at the end of  it.  Calling  at St. Vincent  for coaling 14-16th, she  arrived at Southampton on the 23rd: 

The City of Rome, with 13 officers and 284 men, sick and wounded from the front, arrived st Southampton yesterday. There was a large proportion ofwounded, the majority of whom were  from the western frontier, and  with the exception of four men they were in a convalescent stage. About the most serious case was that of Trooper Parker, Leamington Scouts, who was shot in the back whilst scouting on the night of the Modder River battle, He is now completely paralysed. Later in the day they left for Netley Hospital. While the train was proceeding through the docks one of the carriages left the line, The occupants were transferred to another, and after half an hour's delay the train proceeded.

Jersey Express and Channel Islands Advertiser, 24 March 1900.

The City of Rome is due Southampton from the Cape to-morrow, and will be in Glasgow early next week ready take up the sailing dates between Glasgow and New York for which she is already advertised. It is gratifying to learn that the City of Rome, while on Government service troopship, has given the utmost satisfaction to the authorities in every respect.

Dundee Courier,  24  March 1900.

City of Rome, H.M. Transport no.  76

Total days at sea: 45

Total numbers transported to South Africa: 82 officers, 2 warrant officers, 1,823 men, 13 horses

Total numbers transported from South Africa: 17 officers, 238 N.C.O.'s & men

Total cost (hire, fittings, coal and port dues): £50,251

Departing  Southampton on  25 March 1900, City of Rome came home to the Clyde the  evening  of 26th.  After drydocking  at  Govan, she  returned to Greenock for  refitting by  Messrs. Caird  & Co.  

The Steamer City  of Rome. This favourite Anchor Liner after having satisfactorily completed her engagement with her Majesty’s Government as a transport is now being overhauled and refitted preparatory to resuming her sailings in the Atlantic trade. She is intended to leave Glasgow for New York on the 21st April 19th May and 16th June The steamers Furnessia and Astoria belonging to the same company are also undergoing extensive alterations and improvements the former receiving new engines and boilers and both will shortly be ready for service A large passenger trade is anticipated this year and it is not unlikely during the season there may be some difficulty m obtaining accommodation.

Liverpool Mercury, 26 March  1900.

City of Rome was scheduled for initial sailings to New York  from  Greenock on 21 April, 19 May  and  16  June 1900.

Under a new commander, Capt. Walter  Baxter, after  Capt.  Hugh  Young  was transferred to Furnessia,  and beginning her trans-Atlantic season a month early,  City of  Rome was taken out of  James Watt  Dock, Greenock,  early  on 21  April 1900, and anchored  in the  Tail of the Bank. Embarking 50 First, 200 Second and 700  steerage  passengers, she  departed  for Moville  and New York late that morning, arriving there at 4:22 a.m. on the 30th.  Of  her recent  voyage to  South  Africa as a transport,  The World reported: "Chief Officer Blockey  said  that the boat was  very crowded  and that  the  men slept  in  relays of 300  on  the  decks  each  night, so as  not  to  overcrowd  the quarters  and cause sickness.  Of  the men she took to Cape Town,  nearly three hundred were killed and injured.  Capt. William  Baxter was in  command  of  the  City  of  Rome  and will remain in  charge  for some time." The New York Tribune's report of her  passenger count-- "273  cabin and 68  steerage"  was at considerable odds with that  reported  by British papers on her departure.

Credit: The Herald, 15 May 1900.

With 173 First, 208 Second and 187 steerage passengers, City of  Rome sailed  from New York  on 5 May 1900. Passing out of  Sandy  Hook at 3:16  p.m., she reached Inishrahull at 6:53 p.m. on the 14th, logging  a  slow 7 days 23 hours 35 mins.  across with  rough  heads  seas on the  12th and a gale on the 13th.  She arrived off the Tail of  the  Bank at 4:30a.m.  on the 15th, landing 568 passengers. 

From Greenock at noon on  17 May  1900  and Moville the next day (6:45-8:15 p.m.), City of Rome went out with 213 saloon and 550  steerage  passengers,  and arrived at New York at 1:21 p.m. on the  27th. 

The Clyde-bound City of Rome cleared New York at  noon on  2 June  with 268 First, 348 Second and 240 steerage passengers.  Enjoying  "fine  weather" across, City of Rome, after calling at  Moville, where  she landed 250 passengers, she arrived at  Greenock at 2:00 a.m. on the 11th, landing her remaining passenger later that morning  and entering  James Watt Dock that  afternoon to  unload  her  cargo. 

"After loading a full cargo,"  City of  Rome passed out of James Watt Dock at 2:00 a.m. on  16  June 1900  and proceeded to the  Tail of the  Bank to embark  her passengers New York,  departing at noon. After calling at Moville 6:10-8:10p.m.,  City of Rome proceeded to New York with  a light  list of 360,  where  she arrived at  7:00 p.m. on the 24th.

Brochure cover for Frank C. Clark's European excursion using  City  of Rome's 30 June 1900  sailing. Credit: eBay auction photo.

With  a large  tour  group aboard organised by Frank C. Clark, City of  Rome left New York on 30 June 1900 with a good list of 500  First, 230 Second and  275 steerage passengers.  Calling at  Moville at 4:30 a.m. on 8  July, she arrived  at Greenock  at noon. 

Credit:  The  Evening  World, 3  September  1900.

With the largest number of passengers  she had yet carried from the Clyde, 1,073 in all (491 First, 244 Second and 338 steerage, who travelled down from Glasgow in three special trains from St. Enoch Station,  City of Rome sailed from  Tail of the Bank  at noon on 25 August  1900. Arriving  at  Moville at 7:25 p.m., she cleared for  New York at 8:30 p.m..  With  a serious outbreak of bubonic plague  in Glasgow,  City of  Rome was met  with  a rigourous  inspection on arrival off  the New  York bar on the  evening  on 2 September.   She steamed up  to Quarantine at 6:45 a.m. the next morning and a team of doctors, under  Dr. A.H.  Doty, Health Officer of the Port of New York,  inspected her passengers. Finding no  evidence  of the dreaded  disease, the ship was cleared and  released at 10:30 a.m. and  proceeded to her North River  pier where  she  came alongside  at  noon. 

With an exceptionally light complement ("about 200  passengers in classes") City of Rome departed New York at noon on 8 September 1900. Calling at Moville  at 3:40-4:10 p.m. the  16th, City of Rome arrived at Greenock that  evening, landing her passengers by  tender at Princes Pier the next  morning, but  fog  in the river  delayed her docking in James Watt Dock until the  evening tide.  

On her  last  voyage  for the season, City of  Rome sailed  from  the Tail of  the Bank  at 9:00 p.m. on 27 September  1900, going  out  with 227  First, 345  Second and 355 steerage passengers. She cleared  Moville at noon the following  day  and finally arrived at New York (crossing the bar at 3:15 a.m. but having to anchor on account of fog), docking  the afternoon on 8 October after  long, tedious  crossing marred  by  strong  gales, mechanical  breakdowns  and fog:

Credit: The New York Times, 9 October 1900.

The Anchor Line steamship City of Rome arrived yesterday afternoon. She ran into fog off the coast and was delayed for some hours. She was anchored outside the hook for ten hours waiting for the fog to This was not the only mishap on the trip. On the third day out from Glasgow, at 4 o'clock in the morning, the spindle of the shaft broke, and she was obliged to stop to make she repairs until midnight. On Wednesday she was again stopped for five and three-quarter hours while a boiler was being repaired.

From the time she  left  the  coast of  England until the  eastern edge of the Banks was reached  she encountered strong northwest and southwest of gales, with heavy seas. The last part of the  voyage  was pleasant, except for  the fog. She brought 948 passengers, of which 584 were in the cabin. 

The  New York Times, 9 October 1900. 

Clearing  New  York  for  last  time  that  year, City  of Rome sailed  at noon  on 13 October 1900 with 200 passengers.  Calling at Moville  on the 21st, where she  landed 80 passengers, City of Rome  arrived at the Tail of the Bank the following morning and entered  James  Watt Dock later on the same tide for unloading.

In reporting  her  arrival, The Greenock Telegraph and Clyde Shipping Gazette (22 October ) stated "It is  rumoured that  she  has been re-chartered by  the  Government for Cape  transport service."

In 1900, City  of Rome completed five westbound and five  eastbound crossings and one transport  voyage U.K-Cape Town.

City of Rome off Greenock promenade. Credit:  shipsnostalgia.com

1901

Captain Baxter, who last year was in command the Anchor Line Company's City of Rome, has taken charge of the same Company's Ethiopia, which, after overhaul, came down a the river last night preparatory to calling for New York. With regard to the City of Rome, which has been laid up during the winter in James Watt Dock. it is reported that, in view of the opening of the Glasgow Exhibition in May, she will resume her mailings from Greenock to New York somewhat earlier this your, that there will likely be a big push with her overhaul.

The Greenock Telegraph and Clyde Shipping Gazette, 15 February 1901.

Credit: Greenock Telegraph,  15 February 1901.

The first advertisements for  City  of  Rome's 1901 programme were published on 15 February showing  her  first sailing  from Greenock on 18 April.  By 15 March,  the initial work of overhauling  her commenced in James Watt Dock began, in preparation for her  drydocking  in Glasgow.   She reportedly left Greenock for Govan on the  20th, but this seems not to have occurred  and by the 30th, however, the  proposed sailing  of 18  April was deleted and her  first departure listed as being 18 May.

It will be noticed in another column that this company's well-known and favourite steamship City of Rome resumes her sailings to America on Saturday, the 18th May, when she leaves Glasgow for New York, calling at Moville the following day. In connection with their Atlantic service, the Anchor Line are building a large twin-screw steamer of 8,300 tons. She is to be 500 feet long and 56 feet beam and will have splendid accommodation for 216 saloon. 364 second-cabin, and 700 third class passengers, she is to be called the Columbia, and will hare three funnels and two masts. 

Liverpool Daily Post,  24  April 1901.

Undertaking her postponed drydocking, City of Rome was reported to be at  Govan on 9 May 1901 and was back in  James Watt Dock, Greenock, the  afternoon of  10th. 

"After loading  a general cargo, which  included  a large quantity  of  bale  goods  from Dundee, Forfar  and Brechin,"  (Greenock Gazette),  City of Rome  (Capt. Walter Baxter) left  James  Watt  Dock the evening of  17 May  1900 for her anchorage off the  Tail of  the Bank. With 40 First,  110 Second and 380 steerage passengers,  including over  100  Polish immigrants, City  of Rome cleared the  Tail of  the  Bank shortly  after noon on the 18th.   She  was about an hour late  owing  to  a breakdown  of  the  engine hauling  one of the special  trains from Glasgow's St. Enoch Station to  Princes' Pier,  Greenock.  After calling  at Moville,  she left for New York  the  evening  of the  18th where she arrived at 4:05 p.m.  on the 26th, and reported to  have  aboard 155  saloon and  383  steerage passengers.

With 598 passengers, City  of Rome sailed from New  York on 1 June 1901. Landing 230 of them at Moville during her call 11:45 a.m.-12:30 p.m., on the   9th, she reached the  Tail of the Bank at 6:30 p.m. that  evening, disembarking her remaining 368 passengers,  and then shifting  to  James Watt Dock  the next morning for unloading.

Leaving  James Watt  Dock the evening of  14 June 1901 for  the  Tail  of  the  Bank, sailing the following  early afternoon with 460 passengers, 100 in First Class. "There was considerable bustle at Prince Pier with the arrival of the emigrants and visitors,  together with their friends. The vessel left the anchorage about noon under the most weather conditions. (The Greenock Telegraph and Clyde Shipping Gazette, 15 June).  City of Rome arrived at New York on the 24th at  7:25 p.m.,  with 142 saloon and 170  steerage passengers reported  aboard.  

With "500  saloon and 400 second cabin and steerage passengers,"  including another  Frank  C. Clark tourist  party, City of  Rome left New York at noon on 29 June 1901. She reached the  Tail of the  Bank at  9:00  p.m. on 7 July  with  693 aboard, landing 150 that  evening and the remaining number the next morning. City of Rome entered  James Watt  Dock at 4:30 p.m. and would remain there until resuming service in August. 

Anchor Line's City of Rome, which leaves James Watt Dock to-morrow, will, in addition to a large number of carry a heavy general cargo to New York, which includes a big consignment of ale in barrels, probably ordered by the Yankees in anticipation of the success of Constitution for the America Cup, or it may be the drown  their sorrow over the victory of Shamrock II.

The Greenock Telegraph and Clyde Shipping Gazette, 23 August 1901.

Clearing the  James  Watt Dock that  morning, City  of Rome embarked a total of 1,500 passengers (470 First, 240  Second and 300 steerage)  in the  Tail  of  the Bank from the G. & S.W. tender Jupiter, and sailed the afternoon of 24 August 1900 for  New  York  via  Moville. Among her passengers was "a contingent of yachting experts"  bound  for  the America's Cup Race in  New  York and intending on reporting  on the competition for Scottish newspapers.  City of Rome arrived at New York at 1:15 p.m. on 1 September, ahead of schedule having taken the short northern  route.  

City of Rome left New York on 7 September 1901 with  a very  small list, arriving  off Moville at 4:20 p.m. on the 15th, landing 70 passengers via  the tender Sampson.  She got  into the Tail of  the  Bank  at 10:00 p.m. that  evening, and  disembarked her  remaining 100 passengers by tender to the  Princes' Pier the following  morning.   City of Rome berthed at  James Watt Dock that  afternoon.

On 13 September  1901 the  Liverpool  Echo reported the that  City  of Rome's last sailing  for  the season, would  be her  last:   "The Anchor liner City of Rome is due to sail on the 28th inst. from Glasgow for New York. Early next year the new twin-screw steamer Columbia is to take her station in this service. "

On what would be  not only her  last voyage  of  the season but the last  of her career, City of  Rome sailed from the Tail of  the Bank just after  8:00 p.m. on  26  September 1901. Calling at Moville 5:00 a.m.-2:35 p.m. on the 27th, she went out with 696 saloon and 417 steerage passengers, City of  Rome  arrived at New York at 2:20 a.m. 6 October after encountering  "stormy  weather and high head seas."  Among those landing were the "twenty-eight lively  young women members of the Sleeping  Beauty and the Beast  Company, which is soon to open at  the Broadway  Theatre." (New York Tribune, 7 October). 

City of Rome  slipped out of New  York  for the last time without  notice on 12  October 1901 "with  a fair complement of passengers, a full general cargo, and the usual mails."  Among  those  aboard was Capt.  Wringe who assisted  Capt. Sycamore in racing  Shamrock  II against  Columbia  in the America's Cup race and  the returning  Clyde journalists who  covered  the  race. Calling at Moville at 2:30 p.m. on the  20th,   City of Rome arrived off  the Tail of  the  Bank at  9:00 p.m., landing  her 120 passengers the following morning by  the tender  Express.  She entered  James  Watt Dock at  5:00 a.m.  that  morning to  unload.  

The Greenock Telegraph and Clyde Shipping Gazette of 8 November 1901 reported that: "As the new Anchor Line steamer Columbia will not be ready for Transatlantic traffic till late next summer, it  has, we understand, been arranged that the City of Rome, now wintering in James Watt Dock, will make one or two passages between Greenock and New York until the new vessel can take her place."

In 1901, City  of Rome completed four westbound and four  eastbound crossings.

To grace the  seas no more, City of Rome cleaving  the Atlantic swells. Painting  by  Antonio Jacobsen.  Credit:  wikipedia. 

1902

The new Anchor liner Columbia, lying at Stobcross Quay, presents rather stately appearance with her three funnels, which will doubtless be an attraction to passengers well as a means of economising fuel. The City of Rome is at present in the Gareloch, and it is doubtful whether she will be running this season, or be disposed of as were her old rivals the Servia and Alaska.

Daily  Record, 15 March 1902.

Although  City of  Rome, in fact,  remained laid up in James Watt Dock, Greenock, not Gareloch, and despite last minute  delays completing  Columbia which  altered her maiden departure from 19 April  to 17 May  1902, there seemed  little prospect  of  her elder fleetmate being  reactivated. The Daily  Record reported on  2 April that "The  City  of Rome is  understood to be in the market  at  a  price,  and will  be  removed  from the  James Watt Dock,  Greenock, to  the  Gareloch  shortly." However, on 6 May it was  reported that  Anchor  Line  had requested permission  from the Greenock  Harbour  Trust to  keep City  of  Rome  at  her  berth in  James Watt  Dock until  1 June.

Regret is  expressed that this large and  beautifully  modelled steamship, which for  a good  many years has figured prominently in  the  transatlantic trade  between Greenock and New York, should at last fall into  the hands of  the ship-knacker.

The Greenock Telegraph and Clyde Shipping Gazette, 17 October 1902.

The Greenock Telegraph and Clyde Shipping Gazette of 13 June 1903 stated: " It was reported in the East-end of Greenock this forenoon that the Anchor Line steamer City of Rome, at present lying in James Watt Dock, had been sold to Italians, the purchase price being £32,000." This proved premature but on  15  October  it  was  reported  that  "City  of Rome has  just  been sold, and leaves  the  James Watt Dock at  the  end  of  the month.  The name  of  the  purchaser has not transpired." More details were  shared on  the  17th, "the purchasers...belong to  Amsterdam,  and that  they intend  to break her  up there. The purchase  price is  said  to  be £17,300.  She leaves James Watt Dock at the  end of the month, and will be towed to her destination."  The  Liverpool Mercury of  25 October,  however,  reported  that the purchaser was  a Mr. Neugebauer of Hamburg  who paid £17,500 for  the  vessel. 

The Dutch seagoing  tug  Zwarte Zee,  Capt. Post,  arrived at  Greenock on 25 October 1902, to  tow  City  of Rome to  Rotterdam for  breaking  up.   She  came over with  a crew  of  15, also a pilot  and three engineers, "the latter will disconnect the propeller of the City  of Rome  which will likely leave James Watt Dock to-morrow for Rotterdam." (The Greenock Telegraph and Clyde Shipping Gazette, 27  October).  

It is expected that everything will in readiness for the departure of the City of Rome from James Watt Dock by ten o'clock to-morrow forenoon. Her heavy mooring chains will be taken on board to-day. The Greenock Towing Company's tugs Powerful and Defiance have been engaged  tow her to the Tail -of-the-Bank. At the anchorage, the City of Rome will be taken in of the Dutch tug Zwarte Zee for Bremen, on the river Weser, where, it is said, the old Anchor liner will be broken up.

 The Greenock Telegraph and Clyde Shipping Gazette, (29  October 1902). 

Shortly after 11:00 a.m. on 30 October 1902 City of Rome was towed out  of James Watt Dock by  the tugs Powerful and Defiance, out into the Tail of  the Bank and thence taken in tow by  Zwarte  Zee.

And now her glory is departed! She was hauled (almost unwillingly on her part, it seemed) out of James Watt Dock to the channelway she was watched by many people, and it was with general regret that her progress through the firth was observed. 

The Zwarte  Zee will tow the City of Rome at the rate of three knots an hour, and with favourable weather, she expected to reach Bremen in about three days. One of the old engine room staff (McKenzie) is in charge of the engines for the steam stearing gears and bilge pumps. As already stated, the purchase  price of the City Rome was £17,300.

The Greenock Telegraph and Clyde Shipping Gazette, 31 October 1902.

After a tow of  14 days, from Greenock to Nordenham, City of  Rome arrived at the entrance to  the  Weser in mid November 1902. She was lightened of her machinery before  being taken further up the  river for breaking. 

No  other Atlantic liner more redeemed herself  during  her  career  than did  City of  Rome.  Conceived with the conceit of records desired,  disappointing in records denied,  she instead  went on to a 21-year-career of  steadfast  service, flying the  Red Anchor houseflag and  Red Ensign from masts raked  and  proud across the Western Ocean bridging Mersey or Clyde with Hudson.  Denied  suitable fleetmates, she garnered the  cachet of being something  rather as special as her soul-stirring lines.     

But for all I have given thee, beauty enough is thine,

As thou, aslant with trim tackle and shrouding,

From the proud nostril curve of a prow’s line

In the offing scatterest foam, thy white sails crowding.

Passer By, Robert Bridges

R.M.S. City of  Rome. Artist:  Antonio Jacobsen. Credit: Mutual Art.com

s.s. City of Rome 1881-1901

Completed 63 round  voyages Liverpool-Queenstown-New  York 

totalling 387,198  nautical miles

Completed 35½ round  voyages Greenock-Moville-New York 

totalling 213,000 nautical  miles

Completed one crossing Portsmouth (NH)-Santander

totalling 3,800 nautical miles

Completed  one  round  voyage Liverpool-Cape  Town-Southampton 

totalling 12,368 nautical miles

Total miles steamed

616,366 nautical  miles

City of Rome March

by Fred T. Baker, 1889

Built by  Barrow Shipbuilding and Engineering Co., Barrow-in-Furness, no. 77

Gross tonnage       8,415 (as built)                                                                 

Length: (o.a.)        610 ft. 

              (b.p.)       560 ft. 2 ins. 

Beam:                    52 ft. 3 ins. 

Machinery:            three three-crank tandem compound engines (43" (46" post 1883) and 

                               86" dia.) 60"  stroke,  10,000 i.h.p., single-screw                                      

Speed:                    17 knots service

                               18.5 knots trials (1883)

                               15.75 knots trials (1881)

Passengers            520 First 1,500 steerage

                               480 First 220  Second 1,500 steerage   (1883)

Officers & Crew    240 

A Century of Atlantic Travel, Frank C. Bowen, 1930

A Chronological History  of the Origins and Development of  Steam Navigation,  1543-1882, George Henry  Preble, 1883

The Atlantic  Ferry, Its  Ships, Men and Working, Arthur J. Maginnis, 1892.

Modern  Marine  Engineering,  Nicholas Procter Burgh, 1923

North Atlantic Seaway,  Vols 1-3, 1977, N.R.P. Bonsor

Notes for a History  of Steam  Navigation, George Henry Preble, 1881

Power of the Great Liners, Denis Griffiths, 1990

The Engineer

The Graphic

Harper's

Page's Engineering Weekly

Proceedings of the  Institution of  Mechanical Engineers

The Marine Engineer

Barrow Herald and Furness Advertiser

Barrow Times

Blackpool  Gazette & Herald

Colonies and India

Cork Constitution

Cork Daily  Herald

Cork Examiner

The Courier and  Argus

Daily Record

Dundee Courier

Evening Express

Evening  Gazette

The Evening World

Fife Free Press

Franklin Repository Daily

Glasgow Daily Mail

The Greenock Telegraph and Clyde 

Shipping  Gazette

The Herald

The Irish  Times

Jersey Express and Channel Islands Advertiser

Lakes  Herald

Liverpool Albion

Liverpool Daily Post

Liverpool Echo

Liverpool Journal of  Commerce

Liverpool Mercury

Londonderry Sentinel,

Manchester Courier

New York Times

New York Tribune

Northern Whig

Oban Times and Argyllshire Advertiser

The Peoples Journal

The Republican Record

Stockport  Advertiser

The Sun

The Times

Ulster Echo

The World

The James M. MacLaren Society.

Library of Congress

Lloyds Register Foundation

The Mariners' Museum

Merseyside  Maritime Museum

National Maritime Museum

Naval History  and  Heritage  Command

Osher Map Library, Morse Collection, University of Southern Maine.

Reddit

State Library  of  South Australia

Steamship Historical Society of  America

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https://www.gracesguide.co.uk/Main_Page

https://www.historicnewengland.org/

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

© Peter C. Kohler