It was a poor treatment for such a ship. She was undoubtedly a beauty and struck a new note on the North Atlantic with her two masts, very lofty oval funnels, beautiful clipper stem and enormous dome forward of the bridge.
J.H. Isherwood, Sea Breezes, January 1950.
She was one of the finest-looking ships ever placed on the North Atlantic Ferry, with a long clipper stem and bowsprit, two colossal funnels between two masts, and graceful stern, while within she was the very last word in comfort and started the innovation of having a handsome dome built over the dining saloon which gave her a very fine appearance… but her owners were soon to discover that a single big ship cannot maintain a satisfactory or profitable service, and that there is a lot of sound wisdom which a cobbler to stick to his last.
A Century of Atlantic Travel, 1830-1930.
s.s. America 1884-1887
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| The utterly magnificent looking America, by John Miller. Credit: Stirling Art Gallery. |
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| Original framed print of America. Credit: Invaluable.com |
Such is the outline history of a company which with met with no little success during its early years, built a series of steamers that succeeded one another as the largest on the North Atlantic was among the first to introduce the compound engine to that trade and even if their steamer America never actually gain the Blue Riband, she did for a few weeks hold the record for the fastest eastbound voyage in point of time. The National Line was deserving of a better fate.
North Atlantic Seaway, Vol. 2.
In the unbalanced published history of The Atlantic Ferry with its emphasis on the 20th century and adoration of all things Cunard and White Star, it might be a revelation that in 1870 the three busiest and most prosperous British-flag lines were the now forgotten Inman, National and Guion, which made their fame and fortune far from recordbreaking and the fineries of the saloon trade, but rather, in pioneering the carriage of emigrants by steamship when hitherto it was the last preserve of the sailing ship. All three managed, to their eventual business ruin, join the ranks of recordbreakers and shipboard luxe, and in doing so, inspired a new era in competition on the Western Ocean and produced two of the most beautiful ships ever to ply it: Inman's City of Rome of 1881 and National's America of 1884.
Originally conceived in 1863 as the British and American Southern Steam Navigation Co., on a losing proposition, namely to serve a revived cotton trade with the presumed victorious Confederate States of America, the Union victory the following spring resulted in the three newbuildings for the line sold to the Fernie Bros. of Liverpool on completion pending the reorganisation of the company as the National Steam Navigation Co. which would cater instead to the emigrant trade, following the lead of Inman in catering to this with steamships which hitherto had left the trade to sailing ships. Indeed, the agents, Guion & Co., for the principal sailing ship co. on the emigrant trade, Black Ball Line, acted in the same capacity for the National Line, playing a big part in establishing it in the market, and leading to Guion themselves entering the trade in 1866.
Although N.R.P. Bonsor cites the first voyage of National Line as being by Virginia (b.1863/2,876 grt) from Liverpool on 2 February 1864, New York papers show her maiden arrival there on 17 August 1863 (from Liverpool on the 4th and Queenstown on the 6th) with 829 passengers and departing for Queenstown and Liverpool on the 28th. The ship, with her sisters, had been purchased back from Fernie Bros. on 3 August, so this appears to be the inaugural voyage although it was not until January 1864 that "National Line" was used in advertised sailing notices. Virginia was commanded by Capt. R.W. Grace, late of Cunard Line. On their arrival, many of her immigrant passengers "were loud in their complaints at the outrageous treatment they received during the voyage," (New York Tribune, 22 August). But by the ship's second voyage, arriving New York on 15 October, passengers signed a testimonial praising the ship, officers and crew. Henceforth, National would make their reputation and profits mainly from the emigrant trade.
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| The world's largest ship (after Great Eastern) when completed in 1865, The Queen shown after lengthening and compounding in engines in 1874. Credit: picryl.com |
Virginia was followed by Louisiana and, hedging their bets as to the victor in the American Civil War, Pennsylvania which had been launched as Carolina. In 1864, National carried 14,663 passengers on 24 westbound crossings or an average of over 600 per trip. Success led to larger and more impressive ships like the 3,412-grt, 381 ft. by 42 ft. The Queen delivered by Laird Bros, Birkenhead in August 1865 which was the largest steamer in the world save Great Eastern, a distinction assumed by the 3,572-grt France two years later. The line also was not shy in technical innovation and in rebuilding and lengthening the former Louisiana in 1869, the renamed Holland was the second major steamship fitted with compound engines, resulting in similar work done with Pennsylvania and Virginia in 1872, their being renamed Canada and Greece respectively to conform to the line's trademark naming policy.
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| National Line advertsing card. Credit: picryl.com |
Passenger carryings for 1870 on the Liverpool-New York route show National Line's prominance at the time, second only to Inman and showing their dependence on the immigrant trade:
voyages saloon steerage total
Inman 68 3,635 40,465 44,100National 56 2,442 33,494 35,936Guion 55 1,155 27,454 28,569Cunard 70 7,638 16,871 24,509
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| Lithograph advertisting the new Spain and Egypt. Credit: Mariners' Museum. |
In response to ever increasing competition from Inman and Guion Lines, National commissioned two most unusual vessels in 1871 which were nominally sisters but not dimensionally and built by different yards: Spain (4,512 grt, 425 ft. by 43 ft, built by Lairds, Birkenhead) and Egypt (4,670 grt, 443 ft. by 44 ft.) constructed by Liverpool Shipbuilding Co.. Introducing a new four-mast, two-funnel profile for the line, they were primarily cargo and steerage carriers with just 120 berths in a rather indifferent saloon accommodation and 1,400 in steerage but capable of 13 knots, three over previous National ships. Indeed, Spain logged an 8-day 13-hour passage at 13.6 knots from Queenstown to New York but there was little to profited by such performances given their accommodation and they henceforth plodded alone at 10.5 knots.
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| National Line poster, mentioning America under construction, in Norwegian. |
America of 1884 was an unsuccessful endeavour to retrieve the situation by launching out into a different direction.
British Passenger Liners of the Five Oceans.
The advent of this vessel was much commented upon, owning to the new departure she represented, as the Company had hitherto specially refrained from the Express Service.
The Atlantic Ferry.
The National Line's ships were not pretentious, built for dividend earning rather than record-hunting, and were mainly large four-masted, moderate-speed cargo and emigrant-carriers. It is therefore something of a mystery why such owners should have ever ordered such a ship like the America.
J.H. Isherwood, Sea Breezes, January 1950.
During its long existence, extending over a period of many years, the National Steamship Company has enjoyed the special reputation of possessing vessels which, if they did not belong to the Greyhound rder, were at least sale and sure. Hence, as the result of their care and excellent management, they can make the exceptionally satisfactory statement that they have never lost a vessel nor a single life. This fact speaks eloquently in favour of the skill of their commanders, the excellence of all their arrangements, and their careful concern for the safety of the thousands who travel between the old and the new worlds. Recently, however, while not losing sight for a single moment of the necessity for extreme carefulness, the company resolved to keep pace with the times, which now requires speed as well as other considerations in cross-Atlantic voyaging. For this purpose the Egypt was put into graving dock, and during her stay on the stocks she was re-engined, re-boilered, and generally improved for the particular purpose of making her take a place amongst the swift Anglo American fleet, an expectation which is very likely to be fulfilled, judging from the tests which were made in the recent experimental run down the Mersey nearly as far as Holy head.
Taking a still longer stride in the path of advancement, the company have now secured the steamship America, which the builders claim the rank of being not only amongst the fleetest of the finest feet of steamers in the world sailing from this port, but worthy of being placed A 1 on the list of the floating palaces which are the wonder of the world.
Liverpool Mercury, 1 May 1884.
National Line's apogee in the early 1870s was shortlived. The advent of White Star Line in 1871 ushered in new era of competition on the Atlantic Ferry followed by a collapse in passenger demand. 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, especially the immigrant trade. Of the principal lines, Inman, National and Guion which had the greater share of the steerage trade, suffered proportionally worse.
The road to ruin was paved with records sought and in the case of two of them, realised. In 1870, the three most patronised British trans-Atlantic lines were Inman, National and Guion. Within 20 years, two had practically vanished and the other under foreign owners. All three had made their fortune if not fame on the mundane emigrant trade and Cunard carried almost as many saloon passengers single-handed as they did combined. Cargo, too, helped balance a profitable equation. Yet, in barely twenty years, Inman, National and Guion had either all but vanished or, in case of Inman, passed to foreign owners.
They were all willing participants in a remarkable Trans-Atlantic Arms Race in the late 1870s 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 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.
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. In 1883, they were joined by the 7,375 grt, 501 ft. x 54 ft. Oregon which, despite being rather archaicly built of iron rather than steel, captured the eastbound record in April 1884.
In the space of just two years, 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 hundreds of tons of coal a day to maintain it and much of the earning capacity taken up by their epic engines at the expense of berths and cargo space that it put the line on the course to financial ruin by the mid 1880s. Guion had, at least, appreciated the essential of providing a balanced fleet of ships of similar speed and quality to maintain a weekly express service, apart from their existing more humble fleetmates and indeed the investment to accomplish this was simply not repaid in profits. Their rivals, Inman and National went instead for the "lone wolf," the one all conquering flagship that would spur public interest and overall bookings.
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| City of Rome's lines redefined late Victorian steamship aesthetics. Credit: The Mariners' Museum. |
Whilst Guion had gone "all out" with the recordbreakers that sacrificed all to speed, Inman had tempered their aspirations with City of Rome of 1881 which still accommodated 1,500 steerage within her lovely hull, built as it so happened with iron not of steel owing to shortages not intent, and thus failing in the principal quest for records, and never accepted by her owners.
The last to cast aside caution, National, found profits from cargo carriage vanished late in the 1870s when the true promise of steam navigation was realised in the form an entirely new competitor on the ocean highways: the humble "tramp steamer" came on the scene and grew faster than barnacles on a hull in the South Pacific, fed and multiplied by picking off cargoes from the established lines and undercutting conference rates. Their grubby Red Dusters soon extended right 'round the world and sent freight rates tumbling at a time when the emigrant trade withered amid America's financial slump. Having just commissioned two ships, Egypt and Spain, almost entirely devoted to the carriage of steerage and cargo, National's timing could not have been worse.
With no time to digest the results of Guion's brash breaking of past business models, Inman and National almost simultaneously followed suit and three lines once associated with the mundane but profitable steerage trade, found themselves joined in rare competition for speed records and with them, they hoped, the share of Gilded Age popularity and profits that surely went with them. The results were two "one of a kind" ships of astonishing beauty that went with the boldness of their conception: Inman's City of Rome of 1881 and National's America of 1884 which proved to be the last commissioned by both lines under their original management, and with the ensuing similar results of Guion's third sister, Oregon, put paid to such aspirations and set the stage for Cunard and White Star dominance of the North Atlantic Ferry in the late 1880s which would endure for the next half a century.
National were determined build a single true "flagship" of greyhound speed but on a diet both in dimensions and all-important coal consumption that all but ignored the carriage of cargo and having a saloon class of sufficient but not excess capacity that in quality owed nothing to anything thing afloat, and enough steerage berths to fall between the Guion racers and City of Rome.
Somewhat akin to the Concorde a century later, the new flagship was to be just that and her wonders and would be records elevating the rest of her mundane fleetmates which basked in her glory. Never before had a lines' last two ships, commissioned some 13 years apart-- Egypt of 1871 and America of 1884-- represented such a sea change in purpose, profile and presumption. That such a ship was realised and her unique specification fulfilled was one of the marvels of British marine engineering and naval architecture of the period. That she was a failure, through no fault of her own, proved in the end, that a "cobbler should stick to his last" and records chased and even won, was the stuff of fleeting fame not sustained fortune.
This vessel in many respects represents a departure from the class of vessels which have made the name of National Company famous. She will travel at a high rate of speed, can carry first will carry comparatively little cargo (2000 tons), is brig rigged, has a clipper stem, is divided into no less than 13 compartments by complete transverse bulkheads extending to the upper deck in all cases but two, and is not a monster either in size or appearance, as many of the famous fast passenger steamers of recent construction are. In short, she represents an attempt to problem of producing a ship which shall have large passenger accommodation and high speed with comparatively small first cost and reasonable consumption.
Glasgow Daily Mail, 30 April 1884.
The America has been built to the order of the company by Messrs. J. and G. Thomson, of Clydebank Works, Glasgow, and in her construction both the directors of the company and her builders have recognised the fact that cargo cannot be carried economically at a rate of speed which will satisfy the travelling public, She has, therefore, been built for passenger traffic chiefly, but so constructed that, in the event of the passenger traffic falling off, she will be available for carrying cargo in the spaces usually occupied by passengers.
After careful calculation, the builders determined upon a length of 430 feet, a beam of 51 feet, and depth of hull of 36 feet, upon a model of very fine lines. Her short dimensions, compared with such leviathans as the City of Rome, are accompanied by a proportionately small coal consumption, and whilst the latter will scarcely equal one-half of that of the fastest steamers at present in the Atlantic trade, her speed will not be more than 5 per cent less than that of such steamers.
Liverpool Daily Post, 1 May 1884.
Judging from the contracts on hand the present time, and those the builders’ books, the year 1883 promises to be as prosperous the one now drawing to close. The Atlantic has been well maintained daring the pest year by nearly all the great competing companies, and the splendid array of fine steamers is to be farther augmented by the new Cunard Liner Aurania, which is intended to eclipse the Servia, both for accommodation and speed; the “Greyhound of the Atlantic” (the Alaska) will shortly obliged to play second fiddle to her new sister vessel, the Oregon, now being plated in the yard of Messrs. John Elder and Co.; the National line have made their minds not to be left behind, and have entrusted Messrs. James and George Thomson with a new vessel.
Daily Telegraph & Courier, 27 December 1882.
1883
Marking a return to Clydebank shipbuilders after an absence of a dozen years, National Line placed an order for a 5,500-ton liner with Messrs. James & George Thomson in early December 1882. Assigned yard no. 195, she was laid down early in 1883 and as early as June her name was revealed to be America.
The National Line is building a vessel which is expected to be afloat late this year. She will be called the America, and is guaranteed by her builders to beat the best record every accomplished.
The Buffalo Commercial, 21 June 1883.
Messrs James & George Thomson, Clydebank, are presently building a fine steamer for National Line to run between Liverpool and New York. Although the National Line have in no way been behind their neighbours in provided ample accommodation for passenger traffic across the Atlantic, and presently power-- a nice fleet of steamers, the new vessel under construction be a long way ahead of anything yet built: them. She has unusually fine lines, and the clipper bow and cut-water certainly enhances her the very look of a flyer. The America is 459 feet long long over all, 51 feet broad, and 37 feet 3 inches deep (moulded), with a gross tonnage 5500.
The first-class passenger accommodations is on a somewhat extended scale, for about 300, in addition to emigrant space, The saloon is 96 feet and 50 wide, and the whole vessel are most unique. The engines to be fitted into are indicated 8000 horse-power. These are to be constructed with three cylinders-- two of 91 inches diameter and one of 63, with a five feet 6 inch stroke of piston. She is to have a dozen double-ended boilers and one single, with 39 furnaces.
A beautiful model of the new vessel has just been completed by the model makers in the establishment at Clydebank. During the last ten years great improvements have been made by the modelmakers in the Clyde in ship model-making, as great, in fact, as in shipbuilding itself, and the model of the America is certainly a lovely specimen of the art, it is on the quarter-inch scale, and reflects credit on the firm and tirm and their chief model-maker, Mr Robert M'Neish. The tiny little deck are made of plane-tree wood, and the winches, capstans, stancheons, etc., are of brass, with silver mountings. The fittings for the entire model have been made by Messrs. Kelson & Co., electricians and model makers, Union Street, Glasgow.
Glasgow Daily Mail, 2 August 1883.
A model of the steamer America, which is now being built at Glasgow by Messrs. J. and G. Thomson for the National Steamship Company, Liverpool, is at present on view in the Exchange Newsroom.
Liverpool Mercury, 15 September 1883.
In October 1883 the builders model of America went over to New York where it was displayed at National Line's premises there.
Messrs. James & George Thomson's output for the year has been somewhat retarded in consequence of extensive alterations and in their yard, but notwithstanding this they have been able to finish six vessels, the largest of which is the National Line steamer America, of 6500 tons and 8500 horse-power. The America is certainly the most beautiful specimen of an Atlantic racer that has ever been in Thomson's yard among the many finished Clydebank for the American trade. Constructed of steel, with the cutwater bow which seems now to be again coming into use, and on beautiful lines. the America has the very look of a 'flyer,' if we are not mistaken, will give the Oregon, Servia, and City of Rome a heat for it in an attempt to break the record from Queenstown to Sandy Hook next spring.
Glasgow Daily Mail, 24 December 1883.
High water on Saturday was due about 12.30, and at that hour everything was ready for the launch. The dogshores having been removed the vessel glided gracefully into the water, the naming ceremony being performed by Mrs Edward Banner, wife of the vice-chairman of the National Steamship Company.
The Herald, 31 December 1883.
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Half past noon on 29 December 1883 saw the christening and launch of America by Mrs. E. Banner, wife of National Line's vice-chairman, at James & George Thomson's Clydebank yards. "The new vessel, which had an imposing appearance as she lay on the stocks with her beautiful lines and cutwater bow, on the latter of which is neatly carved the figure of 'America,' personified by a female form, took the water in excellent style…" (Glasgow Daily Mail, 31 December).
Following the launch, 150 guests were entertained at lunch in the model room of the yard hosted by Mr. George P. Thomson, chairman of the yard. In addition to Mr. Edward Banner, vice-chairman of the National Steamship Co.; Mr. Alex. Eccles, one of the company's directors; Mr. J.G. Langlands, general manager; Mr. A. Thos. Seanlan, passenger traffic manager; Mr. Alex. McLellan, superintendent engineer and Captain Robert Grace, commodore of National Line, and appointed America's commander, others present included Mr.Heriot, Board of Trade; Mr and Mrs James Neilson, Carin: Mr and Mrs Geo. Nelson, Summerlee House; Mr Hugh Neilson, Rachill; Miss Neilson, Ruchill; Captain and Mrs Hardie, Mr and Mr. Dias, Monte Video: Mr Drummond, Caledonian Railway: Captain Byrne, Rio de Janeiro; Captain Waddington, Rio de Janeiro; Mr Thos Bain, Rio de Janeiro : Captain Kemp Marine Ret. James Bush, Mr J. B.Thorneycrott, Mr J. J. Rogerson, Capt. Watson, Cunard Superintendent: Mr Moir, Mr Thomas Attken, Leith; Capt. Polson, Mr J.Riley, Steel Company;: Mr. James Dear, Mr John Ward, and Mrs Geo, Paterson, Crown Gardens: Misses Paterson, Crown Gardens; Dr and Mrs Douglas and Mrs Rev. andMcGregor, and Mire and Mr. J. P. Wilson, Dr and Mrs Gilmore, Mr Jas. Dunn, Admiralty: Mr and P. P. MacIndee, T. Dodd, Admiralty; Mr. Jas. F. Browne, Mr Henry Jump, Mr. Jas Maxwell, Mr. Andrew Wyhe, Mr. Thomas Cuthbertson, Mr. Moses Buchanan, Glasgow agent of the National Line, etc.
The CHAIRMAN, in proposing ' Success to the America,' said they could not separate without drinking success to the vessel just launched. In submitting the toast, he might be allowed to make few remarks about the new addition to the National fleet in regard to proportions of beam and general dimensions. She was in a great measure a reversion to the craft of former years. In contracting for this ship, the company looked to the matter of carrying capacity. They saw, no doubt, that it was impossible to combine carrying power and great speed.
They were willing to meet his firm in a most handsome way, and they had been able to turn out a ship which would carry as many passengers as most of the large ships lately launched, while her coal consumption would be a great deal less, (Hear, hear, and applause.) He might mention that the owners had thrown the whole responsibility of the construction and general design of the America on the shoulders of the builders, as well as the fitting out and making of the engines, and while they (the Messrs Thomson) considered themselves very highly honoured in that respect, they hoped the result would prove that that confidence had not been in any way misplaced. (Applause.).
Mr E. BANNER, in responding, Mr Thomson said ladies, and gentlemen, we regret that the response to the toast which you have just received so favourably should have fallen into my hand instead of that of our chairman, who unfortunately could not be present on this occasion. But even if it had been in his hand, it would not have been responded to by one who has more anxiety or more thorough feeling that the America is going to be a success than I have my self. (Applause.) As Mr Thomson has said, placed implicit confidence in them in the proportions and the power of the ship; and if the promises of Messrs Thomson are in any way carried out, as we believe and trust that they will be, that ship will not only be an honour and a credit to the builders, but will also be a matter of great financial success to the National Company. (Applause.)
The launch to-day, as you have all seen, has gone off most successfully. (Applause.) It could not have been better in any respect, The sun was shining upon us, and I trust it may be an which omen of the continuance of the good fortune has ever yet attended the National Company. (Applause.) We have carried nearly a million of passengers without losing a single life- (applause) and have sailed our ships without a casualty of any importance. We have had a few small casualties, as all other companies have had. I trust that to-day's proceedings may be the forerunner of the success which the America will prove, and I have no doubt it will be very successful.
The ship will have at our hands ali that a ship could possibly have from our success. We are putting in command of her our oldest and most trusted captain-(applause) a captain who has been with us for years, and who did lately the unprecedented thing, I believe, of having sailed over one hundred voyages in one ship without casualty. I need not tell you that I refer to Capt. Grace, the commodore of the fleet. (Applause.) In addition, we are putting in control engineering department our most trusted engineer a man who has been with us for years, in whom we have every confidence, who, we know, will take care of the engines and make them do everything they can. With these prognostications and prospects I trust and believe that the ship we have this day launched will be success. (Loud applause.).
Glasgow Daily Mail, 31 December 1883.
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| Currier & Ives print of America, "The Flying Eagle of the Atlantic." Credit: The Mariners' Museum. |
In acquiring a vessel of such dimensions and speed the National Line may be said to have adopted Mammoth type of steamer, and to have fairly entered the lists against its competitors in the Transatlantic trade. Until the vessel is officially tested it would be unsafe to indulge in the assertions regarding results; but it may be safely sated that this latest addition to the National Line is one of the handsomest vessels that has ever left the stocks of a Clyde yard, and she may be expected to give a good account of herself among the " racers" of the Atlantic.
The Leeds Mercury, 5 January 1884.
The new steamer America, having made the best maiden voyage on record from Queenstown to New- York, has made actually the best time on record from New York to Queenstown. These remarkable achievements are likely to have a considerable influence upon naval architecture and an influence still greater upon engine-building. It is a fact that the America is a much more beamy boat than the Oregon or the Alaska, and as a consequence of her greater beam she is better able to take care of herself under sail.
The natural escape from what seems to be the lesson of her performance would be in the theory that she had gone fast because she was of greater power than the sharper ships and had been driven harder. This theory seems to be disposed of by the assertion that her coal bill is $500 a day less than that of her narrower rivals.This is an item of the utmost importance, of course, to steam-ship owners. If breadth of beam be not a bar to speed it is in every other respect an advantage, and saving coal is a still more marked advantage. The America, therefore, may be safely pronounced to be the most successful vessel of the whole magnificent transatlantic fleet.
New York Times.
Like most great ships, or even interesting ones, America was the creation of her owners' ambitions, her builders' skill and the clever hand and creative mind of her designer. Judged today, if at all, the forgotten America was a commercial failure but not owing to any fault or failure of ship, yard or architect. She, as events proved did what was asked and expected of her until her owners changed the course that occasioned her construction in the first place. America remains one of the truly great late Victorian express liners and all the more interesting being the progenitor of the two most successful liners of the period, City of Paris and City of New York with whom they shared shipyard and architect and almost rivalled in appearance.
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| George Thomson (1815-1866). Credit: glasgowwestaddress.com |
Considered the founder of the Clydebank shipbuilding industry, George Thomson (1815-1866) who learned marine engineering from the legendary Robert Napier, the firm of James (brother) & George Thomson was started as engine builders in 1845 and expanded to shipbuilding in 1851, eventually building a much bigger yards at Clydebank in 1871 after 20 year building at Govan and managed by a second generation of Thomsons, also named James and George, sons of George Thomson.
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| The wet dock at J.G. Thomson's Clydebank yard, 1892. Credit: Stuart McBay, facebook. |
In the formative era of steam navigation, shipbuilders and enginebuilders designed "in house" and the early ships of J. & G. Thomson were designed by George Thomson, the last and most of important of which was the magnificent Russia of 1865, easily the largest and most important liner of her day. Establishing a close relationship with Cunard, the yard went on to build Gallia, Servia and Aurania and others for the famous line, further cementing their reputation as one of the pre-eminent builders of major Atlantic liners.
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| The first really modern ocean liner: Cunard's Servia of 1881 and one of the most important ships built by J. & G. Thomson. Credit: U.S. Library of Congress. |
Thomson's great achievement of the early era of steel and steam was doubtless Servia of 1881, righty considered the first truly modern ocean liner, the first built entirely of steel and the first Cunarder with electric lighting and costing £256,903. At 7,392 grt and 515 ft. by 52 ft., she was surpassed only by Great Eastern and City of Rome and one of the first newbuildings to incorporate Admiralty specifications for potential use as an armed merchant cruiser including a full double bottom and two-compartment standard watertight subdivision. More importantly, she was the first true Atlantic express passenger liner, occasioned not only by the restraints imposed by her large powerplant and narrow 10:1 length to beam ratio then in vogue, but also owning to a decline in freight rates with the growth of tramp services carrying cargo only. Thus was born the express liner catering to the high end passenger willing to pay the highest fares for speed and comfort and a profit model at odds with the former mix of saloon, steerage and cargo. Servia, too, proved a fast and regular steamer, but not a recordbreaker but no less popular for it, either.
It was Servia's running mate, Aurania of 1883, that introduced a new naval architect with novel ideas that both transformed the design of express liners to produce argueably the two most successful "greyhounds" on the North Atlantic-- City of New York and City of Paris of 1886-- and their direct antecedant-- America of 1884--whose lines and looks date from the very first ships he had a hand in designing.
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| John Harvard Biles (1854-1933). Painting by Maurice Greiffenhagen (1862-1931), Credit: The Hunterian, University of Glasgow. |
Sir John Harvard Biles, LLD, (1854-1933), Professor of Naval Architecture at the University of Glasgow, 1891 to 1921, was one of Britain's pre-eminent naval architects not just for his work but in creating much of the essentials of teaching the craft in an academic environment that helped to ensure Britain led the world in progressive ship design for three quarters of a century.
Born in Portsmouth, Biles served his apprenticeship at Portsmouth Dockyard and in 1875 graduated from the Royal Naval College, Greenwich. A young naval architect in a hurry, his apprenticeship at Portsmouth Dockyard was spent during the construction of the Navy's first battleship without sails, H.M.S. Devastation, under Sir E.J. Reed. Continuing his studies at the Royal School of Naval Architecture, South Kensington, and the Royal Naval College, Greenwich, Biles graduated first of his year.
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| The beautiful H.M.S. Iris of 1877, first steel ship built for the Royal Navy and the first in which Biles had a hand in her design and construction. Credit: Naval Heritage and History Command collection. |
In 1875-76, Biles was appointed a junior naval architect on the construction of two of the most important ships built for the Navy at the time: the light cruisers Iris and Mercury, the first Royal Navy ships to be made of steel, and thus starting the revolution of ship construction with the material so superior to iron in strength and weight. In their design, lines and looks, they were the progenitors of America and not only the fastest warships of their class, but the design of their hulls had as much an influence on their speed as their enormous engines. They were also, without doubt, the most handsome pair of warships in the world. Biles went on the Admiralty Office as naval architect, assisting in warship design including the turning trials of H.M.S. Thunderer under the direction of Sir Philip Watts.
In 1880, Biles was appointed chief naval architect for J. & G. Thomson Shipbuilders, Clydebank, thus beginning a partnership that would redefine the express North Atlantic liner.
His studies in the resistance of ships while at the Admiralty led him to change very considerably the practice as to forms and dimensions of merchant ships which had made the Clydebank firm famous. The Servia was then building for the Cunard Company, having dimensions 515 feet by 51 feet, and ten beams in length. A duplicate was being inquired for by the owners, but they were persuaded to adopt Professor Biles' proposal of a vessel 470 feet long by 57 feet beam, of eight beams, but of finer form. Such extravagance in beam was generally condemned, but the result showed that a higher efficiency followed. The same innovation was applied in many other types of vessels, one of the most notable being the America, built for the National Company, to compete with the existing Atlantic ships of that time. This vessel averaged the same speed as the fastest existing ships for 20 per cent. less power and coal consumption. She was the forerunner of the New York and Paris, the first fast passenger twin-screw Atlantic vessels.
Cassiers Magazine Engineering Ilustrated, 1908
Biles directly challenged the prevailing theory of naval architecture, dating from the mid 1870s for large, fast steamers that held that the longest practical length at the waterline lessened the resistence of the hull at speed, thus resulting in the famous "10 to 1" model, referring to the ratio of length to beam soon favoured by all builders and taken to extremes with Inman's City of Berlin (1875) with a 11.1:1 ratio and City of Rome (1881)'s 10.7:1 making her the narrowiest big liner of them all. The severely narrowed hull profile and the sheer size of the machinery and boilers took up an enormous part of the hull and a third of the deadweight so that it severely reduced the earning capacity. Moreover, it impacted the adaption of twin screws if for the simple reason there was often not room for two engines abreast in such narrow hulls and twin-screw flyers like Teutonic and Majestic of 1889, had to have over lapping screws, they were so narrow aft.
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| Bile's first trans-Atlantic liner, Cunard's Aurania of 1882. Credit: clydebuiltships |
Cunard's Aurania, designed by Biles and built by Thomson's, was the first big liner to break away from the "long and narrow" design, having a length of 470 ft. and a beam of 57 ft., giving an 8:1 ratio yet, critical to the Biles' formula, she was much finer in her underwater full especially her entry at the bows. Never designed to win records, Aurania, designed for 16 knots, sur prised all by making 18.5 knot on trials.
Another contemporary example of the new length to beam ratio ship with a powerful engine installation was the modern take on the tea clipper, the 4,826-grt, 418 ft. by 50 ft., Stirling Castle, built by John Edler. With compound machinery and 100 p.s.i. boilers, she made 18.41 knots on trials and in 1883 set up a new record from Tungshu Lightship to London of 27 days 4 hours, but she burned 150-180 tons of coal a day and proved uneconomic.
The directors of the National Company and the builders of the America accepted the principle that cargo cannot now be carried economically at a rate of speed which will satisfy the travelling public. They therefore stated the conditions of the problem to be to provide a ship which shall carry a sufficient amount of coal to cross the Atlantic at a speed equal to that of the fastest steamer now running, with two complete decks of passengers, and with the unavoidably smallest amount of cargo necessary to fill the parts which cannot be occupied by passengers, land likewise to provide that, in the of the passenger traffic failing, the vessel would have sufficient stability to carry a full cargo in the spaces usually occupied by passengers. The builders, after careful calculation, decided upon the dimensions--length, 430 ft; breadth of beam, 51 ft.; depth of hold, 36 ft. upon a model of very fine lines, and these small dimensions, compared with other large ships, are accompanied by a proportionately small coal consumption. We are assured that the consumption of this ship will scarcely equal one half of that of the fastest ship on the Atlantic at present, but her speed cannot be more than five per cent less.
The experiment, it will thus be seen, is one of considerable novelty. and the result will be awaited with a large amount of interest.
Liverpool Mercury, 1 May 1884.
So it was that National Line were well-served indeed when they presented a unique set of requirements for an express Atlantic liner like none other to date and from line which had never aspired to owing or operating one. She was to be fast, fast enough to tease at Atlantic records and enough to get name in the papers, have exceptional accommodation for saloon class for 300 passengers which was the average load for express liners in season, and enough steerage accommodation (700 berths) to balance the books and only 2,000 tons of cargo. Of paramount interest was low cost initial construction and low operating cost, with the example of Stirling Castle fresh in mind and wishing to avoid the high coal consumption of the Guion flyers or 250-260 tons a day. Moreover, it was all delivered for the remarkably low price of £180,000, recalling that Servia cost £256,903 back in 1881.
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| Builders model of America at the Merseyside Maritime Museum. Credit: flickr. |
That all these requirements were satisfactorily met and more than that, realised in actual service and achieved in a ship of vessel of such incomparable grace of line and elegant interiors, made America not only Bale's most impressive creation to date but one of the truly great British liners of her era.
It was excellence in a small package and with principal dimensions of 5,528 tons (gross), 2,884 tons (nett), 9,550 tons (displacement), 459 ft. (length overall), 432 ft. (length b.p.) and 51.6 ft. (beam) on a 26-ft. loaded draught, there was not a ounce of fat on her, nor as her officers boasted, not a flat plate in her underwater hull. Bales, a keen yachtsman himself, saw to that and few liners had such fine lines and as clean an entry at speed. America could roll the milk out of a saucer but was the stiff, snappy roller true seamen were fond of and she was a capital seaboat.
The vessel is built of steel on the ordinary transverse system of construction, the frame spacing being 27 in. She has deep web frames and partial bulkheads carried from keel to upper deck, spaced from 9 ft. to 13 ft. 6 in. apart. These form an important feature in her transverse strength. The upper and main decks are completely plated, the edges of the plates being lapped and double chain rivetted, the butts being double-strapped and treble-rivetted. The lower deck has stringers at the side and ties near the middle line, connected to each other by a series of diagonal ties. The casings surrounding the openings in machinery spaces are made use of as longitudinal strengthening to the ship. At each well the hatchway covered, the deck plating, and a line of plating under the beams, together form a continuous box stringer on each side of the machinery openings. The casings, stiffened by closely spaced Z bars, form the pillaring which is necessary to support these box stringers, the whole forming two deep girders near the middle of the ship. These casings are continuous for 148 ft., and have a total depth of 23 ft.. The ship is divided by eleven complete bulkheads into twelve water-tight compartment, nine of these extending to the upper deck and the remainder to the main deck. It will be seen from this outline description in what way the principal strengths of the ship have been provided.
The Engineer, 25 July 1884.
The America, built of steel, has a gross tonnage of about 6500 tons, and in proportion to her length has a much wider beam than the liners which have been built during recent years. She is brig one rigged, and has also a clipper stern, this being of the few matters of detail in which the board of directors manifested expressed their opinion, and in the which they of vessels their anxiety that, while speed their should be increased, their safety decree. should to not be this desirable diminished in the smallest had to sacrifice some of the America's cargo carrying capacity, which has been fixed at about 2000 capacity, which has been fixed at about 2000 tons when she full complement of passengers. So much has this element of cargo been subordinated to the this consideration of speed and safety, that it has been possible for the ship to be so minutely divided tht she has is for classed in the Admiralty list as a vessel would float with any two compartments flooded. This condition was laid down by the owners, again desirous of maintaining the reputation of the company for safety, as a precaution against such accidents as befall steamers when on being struck on a bulkhead two compartments are immediately flooded. In the matter of safety, the company have been more careful than is ordinarily the case, for it is very improbable that any other ship in the mercantile marine is so sub-divided as to be capable of floating in such a damaged and flooded. She is divided into fewer than thirteen compartment by complete transverse bulkhead, extending to the upper deck in all cases but two.
Liverpool Mercury, 1 May 1884.
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| Builders model of America at the Merseyside Maritime Museum. Credit: flickr. |
The first peculiarity of the new steamer which attracts the eye of a sailor man is her clipper stem that curves forward with the graceful sweep that characterized the best models of the wonderful sailing ships in the California days before the war, The stem is ornamented with a figurehead representing the Goddess of Liberty with a quantity of shields and ornamental gold work abaft her flowing skirts.
The next feature is the model of the ship. It is asserted by her officers that who is sharpest merchant ship afloat, the curve of the bow meeting the rim of the stern at her midwhip section. Below the water line her lines are remarkably fine, and it is said that they are not parallel at any place and that 'there are no straight lines in her.'
The Sun, 6 June 1884.
The vessel has beautiful lines, and when seen from a short distance looked more like a large yacht than a big steamer of 6,000 tons.
Glasgow Daily Mail, 30 April 1884.
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| America. Credit: The Engineer. |
America was also extraordinarily beautiful and recalling his formative years as a very young naval architect, Bales gave her the lines and proportions of Isis and Mercury and in doing so helped, as did City of Rome, redeem late 19th century steamship aesthetics from the rather graceless creations of John Elder which had the presence of flat irons topped with oil drum funnels. In fact, America was noted for her splendid brace of funnels, easily the loftiest of any steamer and possessing a jaunty rake and unique oval profile that capped a timeless, graceful profile that was only rivalled by City of Rome and Bales' later City of New York and City of Paris. Yet, some even carped at America's prominent "turtlebacks" fore and aft which imparted, they say, a "hogged appearance" when she was viewed broadside on, but surely they were looking for faults. America and City of Rome were doubtless the most sigh inducing liners to be seen in the Mersey or Hudson. That once over-used sobriquet of the comely liner-- "yacht-like"-- was, in the case of America too apt for, as events proved, she eventually served as the world's largest royal yacht.
America was powered by one three-cylinder (with dimensions of one 63-inches, and two of 91 inches with a 66-inch stroke), fitted with piston valves on all the cylinders and crank shafts of Vickers steel and driving a single screw. Steam was supplied at 95 psi by six double-ended (14 ft. 4 in. dia. and 17 ft. 6 ins. long with a grate surface of 810 sq. t. ) and one single-ended boiler (14ft. 11 in. dia. and 11 ft. long with grate surface of 72 sq. ft) with 39 furnaces. She had a bunker capacity of 1,650 tons of coal.
The only steamer that has exceeded the speed of the America is the Cunarder Oregon, which made the passage in 6 days, 10 hours, and 10 minutes. The general public looks chiefly to the speed attained, but shipowners will be interested to know that although the Oregon arrived in five hours and a half less time, her consumption of coal was 337 tons each day, while the America burned only 190, a difference of 147 tons a day. The Oregon carried 120 engineers, firemen and coal leavers while the America required but 92. The difference of expense in the engine room alone is not far from $450 a day while under steam $3,150 for each passage, and $75,600 for a year. The Oregon developed about 16,000 horse power, while the America, developed less than 9,000.
These figures show conclusively that the speed of the America in due entirely to her model. She is the first ship that has been built on a model looking to the passenger traffic almost exclusively for profit. She is the first ocean ferryboat. Her cargo capacity measures 2.000 tons. Her actual capacity is much less although her steerage deck is easily adapted to freight if she should at any time have no steerage passengers to fill it.
The Sun, 6 June 1884.
Developing 9,500 i.h.p. to make 18.75 knots on trials, America's her ordinary service speed of 17 knots was maintained by 8,300 i.h.p. at a piston speed of 689 ft. per minute, burning 2 pounds of fuel per indicated horsepower. America proved remarkably economical in coal consumption, a prime desideratum of her owners, burning about 185 tons a day compared to Oregon's 265 tons so that the America had half the fuel consumption and but five per cent inferior sustained speed compared to her competition. The weight of America's machinery was 1,815 tons (490 lbs. per indicated horsepower and adding the 2,000 tons of coal carried, accounted for 40 per cent of her 8,500 displacement tonnage compared to a calculation of 37 per cent for the one-knot slower Servia.
S.S. AMERICA
Rigging & General Arrangement Plans
from: The Engineer, 25 July 1884
(For full-size scan, LEFT CLICK on image)
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| Transverse Section & Promenade Deck. Credit: The Engineer, 25 July 1884. |
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| Upper Deck, Main Deck and Lower Deck. Credit: The Engineer, 25 July 1884. |
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| Credit: Motor Boats, April 1967, courtesy Bob Fivehouse |
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| Credit: Motor Boats, April 1967, courtesy Bob Fivehouse. |
With five decks, America's layout was simple and rational. The Promenade Deck extended the whole length of the superstructure and connected to the turtleback poop and forecastle by gangways. The ship's ten lifeboats at radial davits were found here, the engine room vents and forward, the captain's cabin and chart room with the flying bridge over and the rest of the deck was open space for passengers' promenading and accessed from the forward main staircase. "The deck is remarkably free from obstructions, and it will not be the least attractive feature in this ship, the comfort and enjoyment of the passengers having been as great considerations with the directors as the speed and the safety of the vessel itself." (Liverpool Mercury, 1 May 1884).
The Upper Deck with a full covered promenade, had two de luxe cabins, officers' accommodation, galley and pantries with the music room forward of the main stairway and the smoking room right aft. The forward turtleback on the same deck had the steering gear, the hospital and crew accommodation whilst that right aft had the steerage washrooms and lavatories.
Main Deck had most of the First Class staterooms with steward accommodation right aft and forward the main staircase, the imposing First Class dining room with its unique full length dome overhead. Crew accommodation was forward.
Lower Deck was entirely given over to steerage berths totalling 670. "While first-class passenger accommodation has received all the attention in the design of its decorations and arrangements, the steerage passengers have not been neglected. The accommodation for this class is in very lofty 'tween decks, the principle that has been kept in view being that the farther the deck is from the open air, the more lofty should it be for carrying passengers, The clear height in, therefore, eight feet in the steerage deck. " (Glasgow Daily Mail, 31 December 1883.)
The staterooms are large and well ventilated, and throughout the entire ship no expense has been spared to afford the passengers the maximum amount of comfort. The first-class passengers' berth accommodation is more ample and satisfactory than usual, and throughout the whole of section of the vessel the greatest attention has been paid to the comfort of travellers. Electric bells, electric light, and all modern appliances have been provided, and everywhere an air of grandeur and substantial comfort prevails, which cannot fail to make the steamer a favourite on the route in which she is to be permanently employed.
Liverpool Mercury, 1 May 1884.
She has accommodation tor 300 saloon passengers, and the staterooms are furnished in very luxurious style. There are the usual boudoirs for the ladies and smoking rooms for gentlemen, all elegantly furnished. The ship is heated throughout with copper steam coils and stoves, There in an abundance of wash houses, drying closets, lavatories, etc. for the emigrants, while the space between decks that is allotted to them is nine feet high, giving unusual ventilation.
The Sun, 6 June 1884.
America's First Class accommodation was select and exceptional. A total of 316 berths were in 98 staterooms: four de luxe ones on Promenade deck, two on Upper Deck and 92 on Main Deck. If required, another 90 staterooms could be erected amidships on Lower Deck, in lieu of Steerage open berths, and accommodating another 300 passengers.
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| First Class dining saloon. Credit: The Graphic 7 June 1883. |
The whole feature, for structure, ampleness, and ornamentation, is a noteworthy advance in the way of rendering the saloons of steamships more comfortable-- not to say palatial-- and reflects the utmost credit on the shipbuidling firm.
Modern Shipbuilding and the Men Engaged in It.
Another peculiar feature, of the ship is the grand saloon. It is placed well forward, and is finished in wainscot oak and lincrusta. The sofas and chairs are of polished oak, upholstered with crimson satin. The whole is lighted by a dome of stained glass rising in the centre to a height of 19 feet. The effect of a view of this saloon, lighted by the softened rays of the sun, on passengers who have been accustomed in other ships to duck their heads on the way from their staterooms to the dinner table, is almost startling. The picture that is presented to the eye is exceedingly brilliant. At night the ship is lighted throughout with the incandescent electric light.
The Sun, 6 June 1884.
The special internal feature of the steamer is the grand saloon, which is upwards of 50 feet square. Rising to the centre to the height of 19 feet, the dome is supported by the massively-carved pillars, terminating in a gallery at the end leading to the music room, adjacent to which there is a ladies' boudoir, and a special saloon and smoking room attached for gentlemen. The designs of the stained-glass windows of the dome represent the 'arms' of many of the countries in new and old worlds, and the effect of this novel mode of lighting the apartment is of the most brilliant and pleasing description. The furniture and upholstering of the dining hall are very rich, the chairs and sofas being polished oak, covered in crimson-coloured velvet, the ceiling being figured lincrustra. This saloon may properly be classed as the most luxurious, artistic, and imposing possessed by any vessel, sailing out of Liverpool, and is a perfect triumph of decorative art.
Liverpool Mercury, 1 May 1884.
The showpiece of the ship in terms of her passenger spaces was doubtless the First Class dining saloon, forward on Main Deck. This broke entirely new ground with its novel full length dome amidships which totally changed the character of liner public rooms which had become increasingly ornate and lavish in furnishings but oppressive in character given their generally low deck heads and if rarely featured a central skylight (as found in City of Rome), it was only over the central portion of the room and took up valuable room in the music room directly overhead. In America, the dining room was instead sited just forward of the bridge and its massive dome not impacting other space or rooms and providing direct natural light and, most importantly, a much higher deckhead and sense of space and proportion yet unseen on shipboard.
The dining room measured 60 ft. in length and extended the width of the vessel (50 ft.) and a fully 18 ft. high under the full central dome. This, too, featured a balcony from the music room on the deck above looking down into the dining saloon. Seating 220 diners, there were smaller alcoves forward for children and servants.
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| Longitudinal section of the dining saloon. Credit: Modern Shipbuilding and the Men Engaged in It. |
The dome of the upper part is formed ornamental stained glass. The saloon is in polished oak relieved by small panels of white wood. The lower part of the interior of the dome is of a light peach colour, with panels fitted with oil paintings representing the seasons and other allegorical subjects. The saloon as arranged is a novelty in ship decoration, and has been pronounced by many prominent authorities to be a great success.
The Engineer, 25 July 1884.
Another feature is the arrangement of the saloon, which, an ingeniously hidden construction, is made to extend to a height of two decks, this giving double height usually afforded to saloons on shipboard. This will be appreciated by the travelling public, who complain that with all the elaborate decorations bestowed on saloons, the effectiveness is not commensurate with the costs as the headroom is always so limited. This will be obviated to a large extent in the America.
Glasgow Daily Mail, 31 December 1883.
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| Cross section of the dining saloon. Credit: Modern Shipbuilding and the Men Engaged in It. |
The saloon, in fact, is finished in beautiful style, and has the appearance of a gorgeously-appointed dining hall in a first class hotel. The decorations, stained-glass windows, and the general painting have been done Messrs. W. & J.J. Kier, Glasgow, in their best style.
Glasgow Daily Mail, 30 April 1884.
The elaborate and decorative upholstery throughout First Class was by Messrs. Wylie & Lochhead, and the electric lighting system, by Siemens with Swan's lamps, totalled 330 lights.
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| Poster of America. Credit: The Mariners' Museum. |
The progress of marine architecture and artistic taste in internal fittings and furnishings of modern ships could have no more striking illustration than in the new National steamer America, which, launched in December last, took her initial trial trip on Tuesday morning, on the river Clyde. The occasion was one of considerable interest to those most closely identified with the company, as well as to those who delight in seeing British naval enterprise maintaining the proud pro-eminence it has borne for so many years with respect to its immense fleet of merchantmen which sail from our chief ports to every quarter of the globe.
Liverpool Mercury, 1 May 1884.
An important addition has been made to the fleet of steamers plying between Liverpool and America by the construction of the National steamer America, which will sail on her maiden voyage to New York on Wednesday, the 14th inst. The steamers of the National Steamship Company have acquired a reputation for safety and comfort, to which they are well entitled, over million of passengers having been carried on board them without the loss of single life. In these days of rapid travelling, however, mere safety and comfort do not a fulfill all the requirements of the public, high rate of speed being asked for by travellers as well. This is a desideratum which the National Company have determined to meet in the construction of the America, which, it is expected, will make the voyage between this port and America in nearly as brief a period as the fastest going steamer now frequenting the port.
Liverpool Daily Post, 1 May 1884.
Few ships did more than was expected of them than did America yet be rewarded with the indifference of her owners who having gotten what they desired found the achievement at odds with their present circumstances as much as she was a "one-off" in their fleet that, like her contemporary City of Rome, was an orphan from the onset. Fate, it seems, was cruel and unkind to two of the most handsome of all liners and America's career ranked as one of the shortest yet initially successful of any Atlantic liner, not so much "The Flying Eagle" but rather a shooting star. No ship deserved better than did America.
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| America. Credit: The Atlantic Ferry. |
1884
Whilst working on the final fitting out of America alongside Finnieston Quay on 3 March 1884, Charles McNiell, a joiner, aged 20, lost his footing descending a ladder in the main hold, and fell 27 ft. to the bottom, sustaining serious injuries. Taken to the Western Infirmary, he died shortly after admission.
Appreciating already the inherent difficulties in fielding a "lone wolf," National gave Egypt a substantial refit to make her somewhat of a consort, including substantial improvements in her saloon accommodation and reboilering to increase her speed. On trials on 8 April 1884 Egypt underwent trials, achieving a speed of 15.5 knots and boasting all new interior décor and other improvements.
It was announced on 23 April 1884 that America would undergo her trials in the Clyde on the 29th.
America was commanded by Capt. R.W. Grace, formerly of Spain, America's other principal offers were H. Ellis, also of Spain, James Sime, Henry Sumner and James Murdock with William Dover as Chief Engineer. Her crew comprised 32 seamen, 92 firemen and trimmers and 82 cooks and stewards.
The command of this fine steamer has been given to Captain R. W. Grace, who ranks as the Commodore of the line.
Captain Grace is as proud of his ship as the line is of him. Unlike his vessel, he is neither the largest nor the newest of his colleague captains, but there are many people who persist that he is the best. In point of length of service and varied experience on the sea, he is unquestionably the patriarch. He is in his fifty-seventh year, and looks every inch a gallant mariner. He has been a National captain for twenty years. If he wore on his breast all the medals he has won for fearless deeds and humane actions, his coat would look like a jeweler's shop case.
A hale, jovial, and genial man, always courteous and considerate, one is never at a loss to understand, when speaking to him, why Commodore Grace is so popular with ocean travelers.
National Line brochure, c. 1885.
Captain Grace was one of were the best-known commanders in the transatlantic steam trade, and was a favorite with those who traveled with him. He was born in England to 1830, and began going to sea when only sixteen years old. Before joining the National Line to was officer in the Cunard Line. He was considered a a remarkably good seaman and was called 'the sleepless captain,' because he was always on deck in bad weather. She he entered the National Line's service in 1863, he has commanded the steamships Virginia, France, Egypt, England, Erin and Spain. He was one of the three captains who had crossed the Atlantic 100 times in the same steamship without accident. Being the senior captain, he was appointed commander of the America in 1884. His wife died four years ago and he leaves four grown-up children. A son is one of the engineers on the steamship Egypt.
New York Tribune, 23 October 1886.
America managed to make the Casualty Lists on her very first day under commission when on the evening of 28 April 1884, coming down the Clyde, destined for Greenock, she grounded off Garvel Point, but got off without damage the following morning and proceeded to Greenock where she anchored off later that morning. Guests for her trials, 200 in all, boarded America, embarked by tender off Greenock the late morning of the 29th.
As the tender approached the America, there was but one general expression of delight and admiration in respect to her external beauty, and a survey of her cent internal fittings gave additional weight to the claim of the builders for their most recent specimen of naval architecture, that she is one of the finest vessels afloat. The trip on this occasion was not in the nature of a trial of speed, as the steamer's bearings had not been sufficiently tested to warrant a trial at a racing roto. There was ample evidence, however, in the smoothness and swiftness with which she proceeded down the Firth of Clyde that the new National liner will, when put on her metal, prove equal to all the expectations of the ocean travelling public, the company, and the builders.
The weather was of a most delightful character, and the four or five hours' run down the Firth was of the most pleasant character.
Liverpool Mercury, 1 May 1884.
Guest aboard for the trials, at the invitation of J.& G. Thomson were: Mr. Wm. Rome, chairman; Mr. Thomas Rome. Thomas Scanland, passenger superintendent; Capt. Kemp superintendent; Mr.Nielson and Misses Neilson, Col. Currie, Messers. W.F. Allan, A. Allan, Crawford (James Currie and Co.), Reynolds, Board of Trade; G.K. Hayward, Thos. Gray, J.D. Rich, Rev. E.J. Banner, George Banned, H.W. Macalister, C.J. Macalister, J.W. Scholes, W.B. Macalister, Donald Kennedy, J.P; Alex. Eccles, John Bingham, J.P.; H.N. Nicholson, J.B. Paton, J. Garnett, Claude J. Morris, T.W. Tetley, T.W. Blain, T. Martin Bingham, John Rankin etc. among the 200-250 guests.
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| Credit: Liverpool Daily Post, 1 May 1884. |
The America left Greenock on Tuesday [29 April 1884] forenoon on a run down the Firth of Clyde, and the results obtained were most satisfactory. The run was as far down as Arran, the water being almost as smooth as glass no inconvenience whatever was experienced by those those on board. On the average a speed of fully 18 knots per hour was attained, the engines working with much smoothness.
During a celebratory dinner aboard that early evening, Mr. George Thomson, one of the firm of builders, occupied the chair; and in proposing the toast of 'Success to the America,' said the trip they were enjoying was no a speed trial at all, but an experimental cruise. The engines had not been work up to what they had intended to do, but from what been seen that day it was fully expected that when the vessel went on her voyage-- the best trial of all ships-- she would prove a great success. (Hear, hear.). He hope she would be satisfactory to the company financially, and a credit both to the company and the builders. (Hear, hear.). He coupled with the toast the name of Mr. Rome, chairman of the National Company. The toast was very enthusiastically drunk.
Mr. Rome, in returning thanks said in so far as the National Company were concerned it was thing for them to attempt to carry the first classes of passengers between this city and America. Hitherto they had laid themselves out chiefly for steerage passengers and freight. But they found within the last two years that freights to America were not worth any company's trouble to take, for the simple reason that the stevedore at Liverpool and the stevedore in New York pocketed the whole freight. (Hear, hear.) They were compelled therefore to go in for the fast passengers trade, which being developed owning to the increased population of the United States. Americans in visiting the old country and Europe were prepared to pay any price provided they could be brought across the 'herring pond' in the fewest number of days, and the consequence was that the National Company empowered Messrs. Thomson to build the America, and one of the principal stipulations was that she should exceed in speed anything on the Atlantic. As Mr. Thomson had said the vessel had not been put to her full power, but he hoped in the course of a few days that such an amount of power would be developed as would enable the builders to come to them say, 'we have faithfully fulfilled our contract.' (applause). It was not safe to prophecy without being sure, but, nevertheless, he would venture to say the time was not far distant when the voyage across the Atlantic would be reduced to under six days, and when a gentleman might be able to take his dinner comfortably in Liverpool Saturday night, and dine in New York on the following Saturday. To take her own experience, he would rather cross the Atlantic in 12 or 14 days, but that was a personal matter, and a company must either go with the times or go out altogether. (laughter and hear, hear). Nevertheless, it had been a species of wrench to the Navigation Company to leave good old lines and go forward in the insatiate desire there now was for speed. (Hear, hear.). Mr. Rome then propose the health of the builders.
Liverpool Journal of Commerce, 1 May 1884.
The National Line steamer America, yesterday, built and engined by Messrs James & George Thomson, Clydebank, proceeded down the Firth trial cruise, with a large company of ladies and gentlemen on board. The day being fine, although a little cold, the outing was much enjoyed by all present. In consequence of the new steamer only leaving Glasgow the previous evening, and several little details to arrange, she was not in condition for a fair test of speed, and consequently no official record was kept. From the manner, however, in which she travelled through the water to Pladda and back to Greenock there is good reason to suppose that the newest addition to the great Atlantic racers will make a determined effort to break the record from Liverpool to New York.
Glasgow Daily Mail, 30 April 1884.
"It was stated that her speed reached 18¼ knots, or 21 miles an hour, which is regarded as a very extraordinary feat." (Liverpool Daily Post, 2 May 1884.) Other sources (The History of North Atlantic Steam Navigation) cite a speed of 17.8 knots was achieved on the measured mile
The vessel has beautiful lines, and when seen from a short distance looked more like a large yacht than a big steamer of 6000 tons.
Glasgow Daily Mail, 30 April 1884.
America returned to Greenock at 5:00 p.m. that evening and proceeded to Liverpool where she arrived the evening of 1 May.
At the invitation of the directors of the National Steamship Company, a large number of ladies and gentlemen yesterday visited the new steamer America, which is at present lying in the Alexandra Dock, and will in a few days make her maiden voyage to the United States, Amongst others on board during the day were Councilors W. Radcliffe (ex Mayor), O. H. Williams, and Hawley, Messrs. B. R. Graves, Edward Banner (deputy of the National Steamship Company), Bushby, and Dr. Gill. The splendid accommodation of the vessel created unqualified admiration amongst the visitors, and great praise was given to the fine stained-glass dome of the grand saloon, designed and executed by Messrs. W. and J. J. Kier, of Glasgow, which is positively unique in steamship decoration.
Liverpool Daily Post, 7 May 1884.
The new National steamer America sailed yesterday on her maiden voyage to New York, having on board large number of saloon and a full complement of steerage passengers, The America went into the river on Tuesday last, and her yacht-like appearance attracted general admiration. Her performance an to speed is looked forward to with much interest, as she is expected to rival the very fastest Atlantic liners. The American travellers appear to have much confidence in this new steamer of the National Line, we understand the America in already nearly booked full for her return trip from New York.
Liverpool Daily Post, 29 May 1884.
Departing Liverpool on her maiden voyage on 28 May 1884, America lost little time in showing her paces and set a new record of 11 hours 50 mins, at an average of 19 knots, for the passage to Queenstown, besting Oregon's record by 20 mins, and reaching Queenstown at 3:20 a.m. on the 29th and sailed to New York at 10:10 a.m., passing the Fastnet at 1:50 p.m.. On her first day (30th) on the Atlantic, she logged 477 nautical miles. America arrived off Sandy Hook at 10;30 p.m. on the evening of 4 June, logging 6 days 15 hours 22 mins (6 days 11 hours actual steaming time) for the passage from the Fastnet Rock to make the fastest maiden voyage to date, and not far off Oregon's record trans-Atlantic time of 6 days 10 hours 10 mins. America's daily runs were 477, 420, 400, 432, 450, 428 and 190 nautical miles and her average speed was 17.6 knots.
The new National line steamer America seems to be worthy of her name. In some respects she is the most remarkable ship that ever floated. With the speed of the swiftest of ocean greyhounds, she has the model and finish of a yacht. She soiled out of Queenstown at 10:35 on the morning of May 29, and passed Fastnet Light at 1:50 in the afternoon. She was next heard from at Fire Island late on Wednesday evening, and at 10:15 the lookout at Sandy Hook heard the rattle of her chains sa she came to anchor outside the bar.
The Sun, 6 June 1884.
The Brooklyn Daily Times (5 June) remarked, "the most novel, if not the magnficent feature of the America is the grand saloon-- a splendid compartment extending from side to side of the vessel, a length of fifty-one feet. Anything more magnificent in the history of shipbuilding than the appearance presented by this saloon has never been reached. Its size and height are considerably augmented by a magnificent ornamental glass dome."
The new National steamer, the America, is something more than a very fast vessel. Without doubt she is the fastest steamer afloat, but her wonderful speed has been obtained not by building her on the model of a lead pencil and by filling her with machinery. She has much greater proportionate breadth of beam than the Oregon; her machinery indicates 8,500-horse power, as compared with the 16,000-horse power of the Oregon's engines, while she burns 190 tons of coal daily, instead of the 837 burned by her rival. Her splendid performance on her first trip shows that the day of the narrow-beamed, excessively high-powered steamer is over. With a little more than half the horse power and a little more than half the daily consumption of coal, the broad beamed, steady ship will beat her narrow, high-powered rival.
The importance of the splendid success of the America can hardly be overrated. It proves that fast steamers can be operated at an immense reduction of what has hitherto been their necessary cost, thus enabling them to dispense with freight and to make a profit by carrying passengers only. It also proves that a narrow beam is not a necessary condition of speed, but that a vessel may possess both stability and speed. The America constitutes a new type of steamer, and is to some extent a solution of the problem how to combine speed with safety and economy.
New York Times, 8 June 1884.
The steamer America, of the National line, is probably the fastest boat on the ocean, She crossed in less than seven days, and came within a few hours of beating the best record of the Oregon. This was on her trial trip. When her machinery shall have worn off its newness the America will probably be the first to cross in six days. She is built on an entirely new model Her breadth of beam makes her contrast strongly with the long worn "deerhounds" of other lines Her machinery is of 8,500 horse power, while that of the Oregon is 16,000 horse power. The America burns 190 tons of coal a day and the Oregon 3837. These facts will good news to owners and passengers alike.. The broad beamed ship in the safest always, and if as now proven she is the speediest also, she proves that economy, speed and safety are possible of combination. The Cunard folks were trifle hasty in buying the Oregon.
Daily Sentinel, 9 June 1884.
America had joined the select company of Blue Riband holders.
The Blue Riband of the Atlantic.
With 400 passengers aboard, America left New York on 11 June 1884 on her return maiden voyage. Crossing from Sandy Hook in 6 days 14 hours 18 mins (6 days 11 hours 45 mins to the Old Head of Kinsale), America arrived at Queenstown at 4:25 a.m. on the 18th and off again for Liverpool in just a quarter of an hour and arriving there that after, logged 7 days 3 hours from New York, accomplishing her maiden voyage from Liverpool in just three weeks including a week turnaround in New York.
America's homeward passage was the fastest yet recorded, winning her the eastbound record, although as N.R.P. Bonsor notes, in terms of crossing duration not average speed. She logged daily runs of 435, 410, 415, 433, 420, 426 and 275 nautical miles(to Queenstown) and averaged 17.8 knots. The existing eastbound records were Oregon (6 days 16 hours 57 mins), Alaska (6 days 18 hours 37mins) and City of Rome (6 days 20 hours 30 mins).
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| Credit: The Evening Post, 24 June 1884. |
At twenty-five minutes past 4 o'clock last Wednesday morning the new steamship America, of the National Line, dropped anchor in Queenstown harbor, having completed her first voyage eastward in six days, fourteen hours and eighteen minutes. This is the fastest trip eastward on record. The Oregon, until now, has enjoyed the distinction of having made the quickest voyage both east and west across the Atlantic, her best time from New York to Queenstown being six days, fifteen hours and fifty-seven minutes. The has beaten this time by one hour and thirty-nine minutes. The America also beats her own time westward of six days fifteen hours and forty-one minutes by one hour and twenty-three minutes. At the office of the National there was a jubilation over the cablegram announcing the America's great run.
The Evening Post, 24 June 1884.
The countenances of the managers and employees of the National Steamship Line to-day betrayed an inward happiness which was explained by a hurriedly printed circular that was distributed in the street, announcing that the new steamship America had made the fastest time from Sandy Hook to Queenstown on record, the arrival at Queenstown at 4:25 o'clock this morning, making the trip in 6 days 14 hours and 18 minutes. This entitles her to the eastward championship. Her trip from Queenstown to New York was made in 14 hours, and 47 minutes, or treaty minutes longer than the eastward trip. This was her first voyage, and she may be expected to make better time after all the bearings of the machinery are worn down.
The Cleveland Leader, 19 June 1884.
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| Credit: The Cleveland Leader, 19 June 1884. |
RAPID TRANSIT OF CHEESE FROM NEW YORK TO LONDON. Apropos of the recent voyage of the National Company' steamer America, which has just completed the quickest passage ever made from America to this country, it may be stated that consignments of cheese which left New York in her on the 11th last, were discharged from the ship and delivered in London on the Thursday the 19th being the most rapid transit ever made of merchandise from New York. It may also be stated that one of the saloon passengers by the America landed In Liverpool within twelve days after leaving San Francisco.
Liverpool Journal of Commerce, 26 June 1884.
The National steamship America left the Mersey yesterday, on her second voyage to New York, with a very large number of saloon passengers and a full complement of steerage passengers. A good deal of interest is being manifested as to the extent she will surpass her maiden outward passage, which was a most remarkable one, while her homeward passage was the fastest ever made.
Liverpool Daily Post, 4 July 1884.
America sailed from Liverpool on the afternoon of 2 July 1889 on her second voyage to New York via Queenstown where she arrived, after a passage of 12 hours 30 mins, the following morning at 8:20 a.m. and resumed passage at 12:45 p.m.. Reaching New York at 8:00 a.m. on the 11th after a most disappointing crossing, America was two days overdue and not docking until noon, taking 8 days 1 hour 50 mins from Daunt's Rock to Sandy Hook.
Capt. Grace said that on Friday her journals began to heat, and he at once had the steamer stopped and the piston rode disconnected. She lay still for twelve hours. In the next twenty -four hours she made 404 she miles, but on Monday the journals warmed again and was stopped for six hours. He thereafter up ran in slowly. The Captain refuses to say what he expects of the ship, but his friends know that he is perfectly confident that she will beat the record both ways inside of six months.
The Sun, 12 July 1884.
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| Credit: New York Tribune, 26 June 1884. |
With 490 passengers aboard, America departed New York at 2:00 a.m. on 16 July 1884, and reached Queenstown at 8:30 p.m. on the 23rd, logging a capital run of 6 days 14 hours 18 mins, resuming passage to Liverpool a quarter of an hour later, after landing 61 passengers and the Irish mails. America arrived at Liverpool the following morning. A record was broken for mail delivery to London from the United States with this sailing, letters being delivered in London by the afternoon of the 24 July or just eight days from dispatch from New York.
Clearing the Mersey on 30 July 1884, America made Queenstown in just 11 hours 30 mins at 5:20 a.m. the following day. On departure for New York at 9:35 a.m., she went out with 235 First and 670 steerage passengers (representing a full compliment in this class) and £100,000 in specie. With no mechanical issues to retard her this time, America put in a fine passage of 6 days 22 hours to arrive at New York at 4:00 a.m. on 7 August.
On 11 August 1884 it was reported that America's principal rival, Oregon, had bested her eastbound mark by 1 hour 24 mins from New York to Queenstown, arriving there on the 6th. Whilst the ship would make the occasional good showing, it was clear that her owners were already content to be "out of the fight" and expend the capital on chasing records. America thus proved, not owing to any deficiency on her part, to be, in the words of J.H. Isherwood, "a flash in the pan" as an Atlantic record breaker.
The Mersey-bound America slipped her New York moorings at 1:40 p.m. on 13 August 1884. Logging 6 days 21 hours 15 mins. across, she came into Queenstown at 3:15 p.m. on the 20th, landing Irish mails and passengers, before carrying on to Liverpool at 3:30 p.m. where she arrived early the following morning. Among those landing there was the United States ambassador to Germany. Once again, she excelled as an express mailship, having the Liverpool post delivered to local addresses by 9:30 a.m. day of arrival and that for London dispatched by train at 9:45 a.m. So that letters were delivered to the Capital on the eighth day out of New York.
On her fourth voyage, America departed Liverpool at 2:30 p.m. on 27 August 1884, calling at Queenstown the following day at 3:40 a.m. and clearing for New York at 10:20 a.m. to arrive at 7:00 a.m. on 6 September.
With 85 First and 230 steerage passengers, America sailed from New York at 11:00 a.m. on 10 September 1884, passing Sandy Hook at 1:00 p.m.. Getting into Queenstown at 12:50 p.m.on the 17th, she had logged 6 days 18 hours 15 mins. across and after landing 226 bags of Irish mail and 25 boxes of specie there, she proceeded to Liverpool at 1:15 p.m. where she arrived the next day.
ANOTHER RAPID PASSAGE OF THE AMERICA, spite of the heavy easterly weather which the part few days, has prevailed in the Atlantic and considerably hindered the incoming vessels, the National Company's steamer America, which left New York yesterday week with passengers, mails, and specie, arrived at Queenstown at yesterday, having made the passage in 6 days 20 hours. She landed the Irish portion of the mails and large amount in specie. She arrived in the Mersey early thin morning, that her mails will thus be delivered early this morning, thus making the delivery almost within week.
Liverpool Daily Post, 18 September 1884.
Among the 175 First Class and 669 steerage sailing in America on 24 September 1884 were Sir George Beaumont, the chairman of the National Steamship Company, Mr. William Rome and Mrs. Rome, and Mr. Alderman H. H. Nicholson, company director. America arrived at Queenstown at 4:00 a.m. the following morning and cleared for New York at 10:00 a.m. where she arrived at 5:00 a.m. on 3 October.
America left New York on 7 October 1884, going out five minutes later than her rival Oregon, but those hoping for a proper ocean race were disappointed as the National liner did not get into Queenstown until 8:30 a.m. on the 15th, some seven hours and forty miles behind the Cunarder which passed Browhead at 11:50 p.m. Passing the Old Head of Kinsale at 7:00 a.m on the 15th, America had logged 6 days 16 hours 14 mins. from Sandy Hook after being obliged to stop for two and half hours the second day out owing to overheated bearings. Clearing Queenstown at 8:25 a.m. for Liverpool, America arrived there later that day.
Ocean Racing. 'Anglo-American' writes from Glasgow, October 17:- You have by an oversight done the steamship America an injustice in The Times of Thursday. You say (page-10) that the America arrived at Queenstown yesterday morning at half-past 8, having made the passage in six days 18 hours and seven minutes, nearly nine hours longer than the Oregon.'On page 11 you say that the Cunard steamer Oregon, from New York, made the passage from New York to Queenstown in six days 12 hours 27 minutes. The National Line steamer America, from New York, arrived at Queenstown at 8.05 a.m., passage, six days 18 hours, The deficiency between these two times is five hours 33 minutes. The statements on the different pages are not consistent. The latter figure is practically correct, but it includes a stoppage at sea of two and a half hours, which reduces the difference to nearly three hours instead of nearly nine hours.
I hope you will in fairness make this correction, as the exact facts should be made public, and it should also be knows how unequal this match is. The Oregon is a vessel of 7,379 tons gross and 2,000-horse power; the America is 5,528 tons, and only 1,064 horse-power. The Oregon burns about 2,400 tons of coal to complete her voyage, and the America only about 1,300 tons.'
The Times, 20 October 1884.
In 1884, America completed five round voyages.
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| America lying at Liverpool docks where she remained all of 1885. Credit: reddit |
1885
If America was a "one-off," so too was that other rival as the most beautiful of all Atlantic liners, City of Rome. Originally built for Inman Line, she had rather been unceremoniously returned to her builders when, having been built of iron rather than steel as design, failed to meet her contract speed and deadweight requirements. Made good and chartered by her builders to Anchor Line, she plied the Liverpool-New York route, being too big to get into the Clyde, and as such was a rival to America. It seemed natural then for Anchor and National to cut their losses running sole ships wholly out of character with their existing fleets and establish some measure of co-operation with a joint fortnightly service by America and City of Rome.
In February 1885 with astonishingly little publicity, Anchor and National printed joint sailing lists for City of Rome and America.
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.
A promising beginning for both ships was cut-short by international events. Amid war scares with Russia after its invasion of part of Afghanistan, there was even 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.
Despite the swirl of rumours, and inaugurating the new Anchor-National Express Service, City of Rome departed Liverpool on 25 March 1885 for Queenstown and New York as planned. As events turned out, City of Rome was not called to colours but her erstwhile running mate, America, was, beginning an extraordinary year for the almost new ship in which she never turned a screw and had possibly more money expended on her to no good purpose than any liner in recent history.
Yesterday afternoon Sir Thomas Brassey, M.P., Secretary to the Admiralty, visited Liverpool, and inspected by the Government as armed cruiser. Sir Thomas arrived late in the afternoon, and he at once went to the Langton and Alexandra Dock, accompanied by Mr. Langlands, manager of the National Steamship Company, and by Mr. David Jardine, a director, and Mr. Boumphrey, manager, of the Cunard Steamship Company. The party visited the National Line steamer America, and Cunard steamer Oregone, both of which were carefully inspected by Sir Thomas Brassey, who expressed his opinion that they were admirably adapted for the purpose of armed cruisers. The party next visited the Cunard steamers Oregon and Etruria, the latter being sister ship to the Umbria, which latter vessel, it is understood, has also been taken by the Admiralty. It was reported in Liverpool yesterday that even if hostilities with Russia do not break out, there is a possibility of the Government purchasing some of the steamers now selected, and fitting them out as permanent armed cruisers.
Liverpool Journal of Commerce, 2 April 1885.
The same journal reported on 3 April 1885 that "The National Line steamer America is to be ready to leave the Mersey in ten days, and a large staff of workmen are now engaged in making the alterations in her fittings necessary to adapt her to cruising and transport purposes. The same thing is being done with the Cunard steamship Oregon. It is understood that each vessel will be armed with ten 64-pounded guns, and they will be put on board at Liverpool, being sent down from Woolwich… The British flag was hoisted yesterday on the America and Oregon hired transport armed cruisers. The numbers by which they will be known have been painted on their bows. The America's number is 90, the Oregon 99 and the Etruria 91."
The structural alterations on the fine steamer America, now in lying in the Langton Dock, before the guns with which she is to be equipped are put on board, were begun yesterday, Messrs. Laird Brothers, Birkenhead, having been entrusted by the Government with the work, which, as already been stated, will comprise the removal of a portion of the upper deck in order to find room for the fore and aft guns. The work is expected to be completed within a fortnight, and by that time the guns will be on board. It is anticipated that the America will sail from the port as armoured cruiser in about fourteen or fifteen days.
Liverpool Journal of Commerce, 7 April 1885.
America, due to sail from Liverpool on 8 April 1885 on her first sailing of the season, was thus immediately taken off the run and the first major liner so requisitioned although in what role seemed undetermined as first, either for "conveyance of troops" or as a armed merchant cruisers. National Line put Egypt on her 8 April sailing and seemed resigned to losing their flagship but doubtless happy to receive the charter rates paid by the Admiralty.
It is expected that number of the new pattern five-inch guns will arrive at the the London and North-Western Goods Station at Alexandra Dock this morning from the Woolwich Arsenal for fitting on to the National steamer America, which has undergone extensive alterations for cruising purposes, The steamer is now only awaiting the arrival of the guns for the completion of her armament, ten gun carriages having been placed upon the vessel some little time ago. The Umbria and Arizona are in the Alexandra Dock with the America, bat it is not known when the guns for the firsy two vessels will be despatched to Liverpool.
Liverpool Daily Post, 27 April 1885.
That late spring with war jitters at their height, the work to convert America to her new role, whatever that might me, took on an urgency that impressed the newspapers as a proof of a Nation poised to defend the frontiers of Empire as well the sea lanes on which it was maintained and found its purpose. In addition to workmen, the once pristine and still nearly new ship America was tramped over by a succession of visitors to show Britain meant business. America was visited on 1 May 1885 by a small group of "distinguished Germans," who were greatly pleased with the steamer herself and much impressed with her adaptability for her new occupation." (Liverpool Daily Post, 2 May).
Yesterday afternoon Mr Rendall, one of the Junior Lords of the Admiralty, and having charge of the ordnance arrangements for the armed cruisers, visited the National Company's steamer America, lying in the Alexandra Dock at Liverpool. Mr Rendall was accompanied by Mr Barnaby, chief constructor; Mr Duan, from the constructor's office; and Mr Mitchell, who has had the supervision of the work on the America. The party was received by Mr Donald Kennedy, chairman of the company Mr J. G. Langlands, manager; and Captain Grace, the commander of the vessel.
Mr Rendall and his colleagues made a most minute examination of every part of the vessel, the work of adapting her for her new work as an armed cruiser having been now completely finished, The utmost result satisfaction of their was examination, expressed by and the report will the be duly made to the Admiralty. The guns of the America will not be mounted until the actual outbreak of hostilities, but the mounting can be rapidly effected the gun carriages and other appliances being all ready. Mr Rendall and his colleagues returned to London last night.
The Herald, 13 May 1885.
The Russian War Scare faded and fizzled by mid summer 1885, but it was too late for America which would spend all of the year sitting at Liverpool, earning her owners a packet in Admiralty charter rates and costing, it was estimated, the British taxpayer £26,375 for the charter and another £37,000 in conversion costs. Seldom had so fine and new a ship been robbed of an entire season, indeed only her second, to no purpose whatsoever, and it seemed the sad lot of America, already the finest ship no one seemed to be able to make use of.
It is now over two months since the British Government, relying on the expediency and efficacy of swift merchant steamers as armed cruisers, took up on time charter several of the magnificent liners which plyed between Liverpool and New York, and with one exception these steamers have not left the Mersey, but are now lying in the Liverpool docks. The National line steamer America is in the Alexandra Dock, wanting only her gun to be a full fledged armed cruiser, capable of overhauling anything under eighteen knots.
Liverpool Daily Post, 29 June 1885.
It appears that with but one exception all the Liverpool transports which were specially chartered by the Government have been given up, and the elaborate fittings which were made for the accommodation of several thousand troops are being taken down.
Liverpool Daily Post, 15 July 1885.
The Liverpool Journal of Commerce reported on 19 September 1885 that the owners of the ships taken up for armed merchant cruisers would no longer be required at the expiration of their present charters, including America.
It was announced on 23 December 1885 that America would return to service on 31 March 1886 and would be operated by a joint express service between Liverpool and New York with Anchor Line's City of Rome with joint return tickets between the two with sailings every fortnight. "There are indications that the Atlantic passenger traffic may be expected to show considerable briskness next season," said the Liverpool Journal of Commerce in reporting the announcement.
In 1885, America remained in port in Liverpool.
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| America anchored in the Mersey. Credit: eBay auction photo. |
1886
MR. VANDERBILT AND THE LIVERPOOL EXHIBITION. A cable message was received yesterday in Liverpool, directing that four of the promenade deck staterooms of the National Company's celebrated steamer America been secured for Mr. Vanderbilt and party on her August voyage to New York. It is understood that Mr. Vanderbilt comes over in the America in May, and as he is so desirous of securing his homeward accommodation so far in advance, it looks if the London and Liverpool Exhibitions will this year attract larger numbers than usual of our American cousins, and that Mr. Vanderbilt thinks it wise to arrange early for his return journey.
Liverpool Daily Post, 10 March 1886.
With the cessation a rumours of war the National steamer America is about to return to her proper vocation, and will be despatched for New York on the 31st instant. The Government, it will be remembered, chartered this splendid vessel from the National Steamship Company during the Russian scare as one of the armed crosiers, her remarkable speed adapting her specially for the purpose. She was than partially dismantled, so far as regards some of the possibly vulnerable fittings, but has now been refitted in such a manner as to render her accommodation for cabin passengers unsurpassed by any steamer afloat. It may be stated that Mr. Vanderbilt. the American millionaire, has engaged four state rooms in this vessel, which are magnificently fitted up. The America sails from Liverpool for New York on Wednesday, the inst., under the command of Captain Grace, the commodore of the National line, who will, no doubt, attract many cabin pasengers, his geniality and courtesy being much admired by all who have sailed with him in this magnificent specimen of marine architecture.
Liverpool Journal of Commerce, 22 March 1866.
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| America, 1886 advertisement. Credit: Outing. |
The Liverpool Mercury had an extensive feature on the return of America to commercial service after 18 months and the extent of the work needed as well as what was done to the vessel to convert her to her erstwhile military role:
On Wednesday, the 31st inst., the National Line steamer America will leave the Mersey for New York on her initial summer season voyage. The America has remained inactive for eighteen months. Last year the was chartered by the Government as an armed cruiser, and so Atlantic passengers missed an opportunity during the season of crossing 'the herrin' pond' in this magnificent and rapid vessel.
During the whole of the summer the America lay in dock with four small guns on thewhaleback aft, and eight smaller pieces of heavy guns mounted on the foc'sle head and the ordnance on the main deck. All her staterooms were removed, their place being stocked with patent fuel as a preventive against cannon shot and damage from shells, The saloon was permitted to remain in its original state as wardroom for the officers, and happy and fortunate would such, officers have been had they been accommodated in such an exceptionally luxurious manner. The America, however, was not required by Government, and she bas now been restored to her peaceful occupation as a passenger ship, and daring the summer will run to and from New York in conjunction with the City of Rome.
The America has just undergore a complete overhaul. All her staterooms have been returned to their original position, and in every instance where improvement could be suggested the suggestion been attended to. The noble saloon, with its dome of stained glass and picturesque panelings of satinwood and maple, will remain the admiration of every Atlantic passenger. The vessel abounds in cosy little boudoirs, music and smoking rooms, and rendezvous of every description. The splendid promenade deck in itself affords a pleasing retreat on a hot day, and indeed everything possible has beer devised to make voyageurs feel at home during. their brief sojourn on the 'rolling deep.' Captain Grace hoists the commodore's flag on board the America, and with a commander of such experience the vessel's future promises to be as fortunate as her past, On Saturday next, to ensure complete safety, the America will leave the Mersey on a short trial trip, when her engines will be tested by the company's consulting engineer.
Liverpool Mercury, 23 March 1886.
America sailed from Liverpool on 31 March 1886, and called the following day at Queenstown 11:50 a.m.-1:40 p.m., having aboard some 500 passengers including 100 First Class. This was her first crossing in anything like North Atlantic weather and had four full days of it, finally making it to New York the morning of 9 April. The New York Times allowing "she was not pushed to make a fast passage, but her officers expect to show some speed during the coming season."
The National Company's steamer America arrived at New York at five o'clock yesterday morning. This was the first voyage for the season for this vessel. Notwithstanding boisterous weather, she made excellent time. She has accomplished faster passages, bat these wore during the summer season, and her satisfactory performance on this voyage proves that she may be relied upon as a good winter as well as a good summer boat, both as regards speed and seaworthiness.
Liverpool Mercury, 10 April 1886.
The New York Times of 10 April 1886 provided some more details on America's conversion as an armed merchant cruiser:
One year ago last October the English Government chartered this vessel, but no use was ever made of her. She was, however, prepared for service. Nearly all the staterooms were taken out, and a heavy steel bulkhead was built all around her engines and boilers six feet inside of the ship's sides, and the intervening space was filed with coal. This, it was thought, would afford sufficient protection to ber machinery in case of being fired upon. For the rest be was to trust to her heels, having a speed of 18½ knots, or 21 statute miles, an hour.
For one year she lay at the Alexandra docks, Liverpool. Some tests were made of her stability, such as shifting a ton of weight from one side to the other of her decks as to whether she would stand up well under the weight of guns. In this respect she proved satisfactory. The vessel has been restored to her original condition and is again one of the floating palaces of the North Atlantic.
New York Times, 10 April 1886.
The beautiful steamship America of the National Line arrived here yesterday on her first trip for the son. Some alterations have been made in her interior decor which make her even more attractive than before. A large number of people visited her as she lay at her pier at Christopher street.
New York Tribune, 10 April 1886.
The steamship America, the pride of the National line, and about the best model of Liverpool packet ever designed, arrived at the bar yesterday morning for the first time since she was chartered by the British Government, on account of her speed, when war with Russia seemed imminent. She is an excellent sea boat, the four days of incessant westerly gales encountered during the passage over demonstrated. She will now run regularly during the season.
The Sun, 10 April 1886.
On 12 April 1886 America's captain and officers hosted an inspection of the vessel, "and was visited by a large number of persons, including nearly all the prominent steamship men in the city. An orchestra played selections during the inspection."(New York Times, 13 April), whilst the New York Tribune added: "Several thousand people visited the beautiful vessel and inspected her. The band played, the people admired and all went as merry as a dinner bell."
As previously announced, among those sailing in America from New York at 4:45 p.m. on 14 April 1886 were W.K. Vanderbilt and family. Getting into Queenstown at 6:00 a.m. on the 22nd after a 7-day passage from Sandy Hook. "Although having been delayed by strong easterly winds during the entire passage, she has made a very excellent run."(Liverpool Mercury, 23 April). She arrived at Liverpool later than day.
The National Company's steamer America, which, owing to low tides, been lying in the river, with the exception of day in dock, since her arrival from New York Thursday last, sailed again yesterday with a very large number of passengers. The America is to sail from New York on the 12th May, and, we understand, is booked full of saloon passengers coming to Europe for the season.
Liverpool Mercury, 29 April 1886.
Leaving the Mersey on 28 April 1886, America called at Queenstown the following day, 8:00-9:30 a.m. and proceeded to New York. It would prove a difficult crossing for what was still, in terms of steaming hours and mileage, a quite new ship. On 4 May she dropped a blade from her propeller, "which considerably retarded her," and after a seven-day crossing, reached New York on the 6th.
With 230 First Class and 120 steerage passengers, among them 60 members of of Rica and Dixey's "Adonis Theatrical Company," America sailed from New York at 3:00 p.m. on 12 May 1886 and "after a splendid run of seven days," (Cork Examiner, 20 May) arrived at Queenstown the evening of the 19th. She landed 37 passengers and the Irish portion of a total of 356 bags of mail there, before resuming passage at 1:15 a.m. for Liverpool. On arrival in the Mersey she had a "near miss with the outbound Inman liner City of Chicago in fog:
The dense fog which hung round the coast and prevailed ail day yesterday at the month of the harbour, proved very dangerous to the navigation of the port. The incoming and ontward passenger steamers had lo be navigated with the greatest care, their engines were worked dead slow, whilst fog horns and whistles were freely need, in fact nothing was left undone the careful commanders of the great vessels prevent accidents occurring, and every precaution was adopted to lessen the chances of collision, the Oregon disaster waa still fresh the minds of the officers on board the transatlantic liner. A thick fog extended from Roche’s Point to Brow Head, during the latter part of the evening, and it was dark that the mariners at sea could not see distance of three feet ahead.
At 6 p.m. the famous America of the National line was signalled the signal station, off the head above mentioned, her eastern passage, with less than souls on board, and was for the Lightship, off Cork Harbour, when they sighted huge steamer in the track apparently steering down upon them, and on closer examination she proved to the Inman royal mail steamer City of Chicago, bound from Liverpool, via this port, for New York, with the enormous number of 1,000 passengers on board. The two vessels being enveloped in darkness, got into very critical positions. Engines were reversed and courses changed, whilst steam-whistles screeched continuously. A collision now seemed imminent, and panic almost ensued. The immense hulls of the heavily laden passenger steamers almost touched, in fact they were so close to each other that those on board the America could easily have leaped on board the Inman liner. Fortunately, by skillful management, careful seamanship, and incessant watchfulness on the part of the commanders and crews of the respective disaster too awful to dwell on averted. The many passengers who landed here subsequently from the America were in very nervous condition from the shock sustained, and appeared to be very much confused when giving particulars of the occurrence.
Cork Constitution, 21 May 1886.
However, on arrival at New York, the officers of City of Chicago downplayed the incident:
Capt. Watkins, of the Inman Line steamship City of Chicago, which arrived here yesterday, reported that his steamship and the National Line steamship America did not have as close a shave off Galley Head as was reported by cable. The City of Chicago left Liverpool on May 18, and it soon became foggy. The usual precautions were taken. The America's whistle was heard 10 minutes before the vessels passed each other, and she was seen when about a mile distant. Second Officer Hanner, of the City of Chicago, declared that the two steamships did not pass within 1,800 feet of each other.
The New York Times, 29 May 1886.
America departed Liverpool on 26 May 1886, and from Queenstown at 9:20 a.m. the next day for New York with 90 First and 600 steerage passengers, but they did not get far. At 7:30 a.m. in lat. 50 deg north, lon. 18 deg west, the following day (28th), a piston rod broke, smashing the high pressure cylinder. "Great excitement was caused among the 800 passengers on board, but on the nature of the accident becoming known order was soon restored. After a short delay to effect temporary repairs the steamer's head was put to eastward, and steaming at the rate of twelve knots an hour, she made for Queenstown, off which port she arrived at four p.m. yesterday, and after communicating details, proceeded for Liverpool." (Liverpool Mercury, 31 May). Proceeding direct to Liverpool, America landed all of her passengers there the afternoon of the 31st who were rebooked on Egypt.
America was seriously damaged and would require the manufacture and replacement of her high-pressure cylinder, piston and rod and consequently missed two full round trips at the very height of the season, including that scheduled from Liverpool on 23 June 1886. The repairs were entrusted to Messrs. James Jack & Sons, Liverpool and completed by 7 August after which America ran trials from the Skerries to Liverpool Bar lightship, on which she exceeded 19 knots.
The National Company's fine steamer America went out on trial early on Saturday morning, after having had her machinery thoroughly overhauled and a new high-pressure cylinder, piston, and rod fitted, The result must be considered extremely thousands satisfactory, who, both by for her owners and by the many thousands who, for pleasure or on business, cross the Atlantic, as upon a run from the the Skerries to the Bar Lightship a speed of over 19 knots was attained, the distance being 48 knots and the time under 24 hours. Everything worked in the most satisfactory manner, and there is therefore every prospect that the America resumes her sailings on the 18th instant her name and fame will not be diminished, The directors entrusted the work of making and fitting the new cylinder, etc.. to Messrs. James Jack and Co., who have completed their contract under the weeks. specified time, and in the short space of eight weeks. When it is considered that the castings alone weighed over 25 tons, and that all the drawings and patterns for these had to be made after receipt of the order, it will be evident that the work has been smartly done, and that Liverpool can at least bold her own in the execution such work.
Liverpool Mercury, 9 August 1886.
America was reprogrammed to make three voyages for the remainder of the season departing Liverpool on 20 August, 15 September and 13 October.
Finally back in service, America sailed from Liverpool on 18 August 1886, numbering among her passengers W.K. Vanderbilt and family and Mrs. John Barrymore, wife of the famous actor. Calling at Queenstown the following afternoon at 12:30 p.m., America resumed passage for New York at 2:10 p.m. where she arrived late on the 26th (passing Sandy Hook at 7:55 p.m.) and docked the following morning.
The voyage occupied 7 days 9 hours and 32 minutes. This is considerably slower time than the America made before she was chartered by the British Government. Her officers account for the slowness of the trip by saying that she met with severe stated weather and dense fogs. The chief engineer that the machinery worked extremely the well during the entire voyage. With exception of the repairing of her machinery no alterations were made in the vessel during her recent lay-up in Liverpool.
New York Times, 28 August 1886.
Sailing from New York at 10:30 a.m. on 1 September 1886, America and passed the Fastnet at 9:00 a.m. on the 8th, logging a good passage of 6 days 17 hours 34 mins. across. Calling at Queenstown later that morning, she resumed passage at 1:00 p.m. for Liverpool.
Clearing Liverpool the evening of 16 September 1886 with a large list including 250 First Class, America called at Queenstown at noon following day and departed there at 1:00 p.m. for New York where she arrived at 1:00 p.m. on the 23rd.
On 2 October 1886 it was reported that in addition to purchasing Inman Line, "Pennsylvania Railroad Company" was purchasing Alaska and Arizona, as well as America, to form "an International Navigation Line". This was firmly discounted by the Inman and Guion Line but there was no comment from National Line. In the end, the American International Navigation Co., with the financial backing of the Pennsylvania Railroad Co. did purchase Inman Line but not Guion or America.
America left New York on 29 September 1886, passing Fastnet on 6 October and arrived at Queenstown at 3:20 p.m. and after landing some passengers and the Irish mails, proceeded to Liverpool at 3:35 p.m.
With Lord Arthur Butler and "one or two parties of Englishmen going-out to the States on sporting expeditions," America sailed from Liverpool on 13 October 1886, and called at Queenstown at noon the next day and cleared there at 12:45 p.m. for New York. She arrived there on the 22nd with her flags at half-mast after a stormy, exceptionally eventful and tragic crossing, including the death, from apoplexy, of Capt. Robert W. Grace, at sea on the 16th, brought on by exposure and exhaustion having been on the bridge for 42 consecutive hours in frightful weather as well as a voyage featuring a suicidal stoker, a mad Englishman in steerage, panic over a nonexistent fire, and the death of a baby.
The America left Queenstown on Thursday morning week ago with fair weather, but within two hours after leaving the harbor a storm came up, which the officers of the ship describe as the most violent that the vessel ever passed through. Captain Grace went to the bridge at the first sign of bad weather and remained there for forty-two hours, exposed not only to the wind and rain but to the waves which during Thursday night washed clear over the bridge, filling the lifeboats with water and clearing everything from the decks that the force of ton feet of water could move. In the midst of the storm a stoker who bad narrowly escaped being hurled into the fire by the pitching of the vessel deserted his post and rushed upon deck with the avowed intention of jumping overboard rather than risk again the danger o his work. He was forced back to the furnace room, but his fright soon developed into insanity and he was found crouching between two furnaces in abject terror, awaiting another opportunity to commit suicide. He wasplaced in irons.
At the same time a panic was created in the steerage by the alarm of "Fire!" and several hundred men and women rushed to the hatches endeavoring to get to the Dense volumes of what they though to be smoke throughout the ship caused the alarm and the officers had a desperate fight for a time to control the frightened steerage passengers. Investigation showed that the "smoke" was merely steam caused by some water having washed over hot steam pipes. But again fright bad developed into a case of insanity and one of the steerage passengers, an Englishman who had deserted his family and his position on an English police force, now attacked the stewards with a razor and threatened to kill any one who tried to prevent his jumping overboard. He was placed under watch after being disarmed and became quieter after the storm had subsided. A cook was severely injured during the storm by being thrown across the kitchen with a knife in his hand, cutting his head.
About noon on Saturday Captain Grace left the bridge, the ship being entirely out of danger. But his forty-two hours' exposure without sleep and the nervous strain caused by the chapter of incident referred to was too much for him. Five minutes after coming off duty the reaction developed into a congestive chill and at 11:30 p. m. he died. His daughter was with him.
On Sunday morning the insane Englishman succeeded in breaking away from his guards in the steerage and amid great excitement among the men, women and children who witnessed the struggle, he leaped over. board and was drowned. On Monday a baby died in the steerage and it was buried at sea the next morning. The death of Captain Grace caused deep grief among the cabin passengers and at a general meeting in the saloon appropriate resolutions adopted by them.
New York Tribune, 23 October 1886.
The steamship America of the National Line sailed from Liverpool on the 13th inst., and immediately fell in with bad weather. Capt. Robert W. Grace was of the bridge almost continuously for forty-two hours after leaving Queenstown. On the afternoon of the 16th he was seized with a chill and gave up his post to Chief Officer Robinson while he went below to get little rest, he said. He grew worse, and was seized with appoplexy and died His death frightened many of the passengers, for it was looked upon as a bad omen. Patrick Kavanagh, a young Irishman, who was on his way to friends an Brooklyn, was so frightened that he lost his reason, and on Sunday evening he ran on deck and sprang overboard. The steamer was stopped, but Kavanagh did not come to the surface.
The Sun, 23 October 1886.
Chief Officer J.W. Robinson assumed command of America for the rest of the crossing. "The saloon passengers who arrived here in the steamship America on Friday have sent a letter to the National Steamship Company Informing it of a resolution and thanks presented to Chief Officer J. W. Robinson for his splendid behavior in command of the ship after the death of Capt. Grace, and testifying to the comfort and confidence, in the midst of peril, inspired among the passengers by the conduct of the other officers of the ship under circumstances that might well have caused deep terror." (New York Times, 24 October 1886.
On Board the Steamship America, October 21st, 1886: To the National Steamship Company, At a meeting of saloon passengers held at the end of the voyage, in which Captain Grace came to his untimely end, a resolution of thanks and confidence was passed and presented to J. W. Robinson, chief officer, for bringing, them safely to port. It was further decided that we should express our appreciation of the excellent record of the National line, and the seaworthiness of the America. It was after the storm over, the danger past, and the captain's death announced, that we realised that we had been in peril, and then the behaviour of the ship, our perfect comfort, and the confidence inspired by the remaining officers, prevented the slightest resemblance of panic, under circumstances that, we have been informed, might well have caused deep terror. Congratulating you on the possession of ship, and each experienced officers, respectfally, A. H. Hinman, A. C. Knapp, and F. Wadsworth, Committee.
Liverpool Daily Post, 6 November 1886.
It was announced that Capt. Griffiths of Spain would be transferred to command America and First Officer Larremore promoted as Captain as Spain. Captain Grace's body would be returned to England aboard America.
With Capt. H.A. Bartlett, U.S.N.; W. Bayard Cutting, Dr. S.C. Welles, and J. Finlay Finlayson among her passengers, and 380 bags of mail, America sailed from New York on 27 October 1886 on what would prove her final departure from the port and her namesake country. She reached Queenstown at 4:30 p.m. on 3 November, resuming passage to Liverpool at 5:00 p.m. where she arrived the following day.
Capt. R.W. Grace was buried at Bebington Cemetery on 20 November 1886, "a martyr to duty, having kept the bridge of his vessel during a storm for forty-eight hours continuously." (Liverpool Daily Post, 22 November).
As events proved, Capt. R.W. Grace would be America's only captain and this splendid ship would outlive him by barely three months before her career took a sudden and dramatic redirection.
National Steamship Co. posted a loss of £14,807 in 1886 and their fortunes faded more than just in profits as America, too, had ended the year on a note of misfortune. She had proved an expensive miscalculation and even paired with that other misfit, City of Rome, had never managed to settle down to profitable routine and hopes to be competitive for records were dashed with the advent of Umbria and Etruria and the prospect of a new pair of recordbreakers for Inman under their new American owners.
In 1886, America completed five round voyages.
1887
As 1887 dawned with a new flurry of war scares in Europe with the expiration of the Three Emperors' League between Austria, Germany and Russia and a general depressed outlook for shipping, America's career as North Atlantic flyer and flagship would suddenly end before it settled in.
In the present perturbed condition of politics on the Continent, more than ordinary interest attaches to the statement that the Italian Government has purchased the steamer America from the National Steamship Company, for conversion into an armed cruiser. It is understood that the work for which the America is intended is the speedy conveyance of torpedo boats to any required position, and as the vessel will be able to carry many of these formidable engines of destruction at the same time, it will be valuable addition to the Italian Navy.
Liverpool Daily Post, 21 January 1887.
Causing a minor sensation given the age of vessel and the aspirations her construction represented, was the announcement by National Line on 20 January 1887 that they had sold America to the Italian Government "who intend to add her to their navy as an armed cruiser," for £131,500, (approximately £22 mn in 2025 value) cost £180,000 to build, but said to be worth £200,000 after improvements made converting back to a liner after her conversion to an armed merchant cruiser. The purchase price, representing two-thirds of her construction costs, was reason enough for National Line, already financially fragile and unwillingly or unable to continue to field a solitary North Atlantic greyhound on the increasingly fraught course of competition, to give up the finest ship ever to fly their houseflag. In reporting the sale, the Liverpool Daily Post said, "America is the most beautiful vessel in the merchantile marine of whole world, her lines being as fine and graceful in appearance as though she were a yacht, and an ocean steamer." It was added that the ship was to service as a "mother torpedo vessel" which "in execution of this she will carry about a dozen or more torpedo boats, which in action will be dropped as near the point of action as is consistent with the safety of the parent vessel."
Yesterday the famous steamer America, purchased by the Italian Government from National Steamship Company, sailed from the Mersey for Spezzia, the Italian arsenal port. The America is in charge of Commander Morin, of the Italian Royal Navy, and took from Liverpool a quantity of war material, including guns, gun carriages, batteries, etc. A great deal or interest has been manifested in the fitting up of the vessel by the Italian residents of Liverpool, and yesterday a number of the most prominent of those accompanied the vessel down the river in a tug-boat, and exhibited a great amount of enthusiasm as the vessel left the Mersey, Amongst the company was Mr Amoroso, of Messrs Japp & Kirby, through whom the negotiations for the purchase of the vessel was carried to so successful an issue. The America will have her fittings completed at Spezzia.
The Herald, 3 March 1887.
England's loss will undoubtedly be Italy's gain for, although the America as a commercial speculation might not have realised the hopes of her owners, her great speed and seaworthy qualities should have made her an object of desire of any Government.
Liverpool Daily Post, 3 March 1887.
America left Liverpool the afternoon of 2 March 1887, with an Italian crew commanded by Commandante Morin, Royal Italian Navy, for La Spezia. Showing her paces even under foreign colours, America made La Spezia on the 8th, logging less than six days for the 1,800-nautical mile run, despite being run at reduced speed.
From information which has just transpired, it seeme likely that the America's services will very soon be brought into practical use, as it is not improbable that she may be required to take at once a large draft of Italian troops for Massowah. It waste original intention when the America was first purchased that she should proceed from Liverpool to Newcastle-on-Tyne and be placed in the Armstrong Works, to be completely fitted for her new employment. She was even to be fitted with immense torpedo netting. It was also to see that her fittings at Newcastle were of a thoroughly satisfactory nature that a gentleman so high in the Italian navy as Commander Morin was sent specially to England. Soon after his arrival, however, the news came of the attack by the Abyssinians on Massowah, and the America was at once ordered to proceed direct to Spezia. This fact has led to the belief that she may have to carry troops to Massowah, for which she is admirably adapted, and can curry a very large number. When she left Liverpool she had no guns mounted, though there were many on board. They were principally Armstrong guns and Nordenfeldts.
The Leeds Mercury, 11 March 1887.
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| R.N. America embarking units of the Italian Expeditionary Force for Eritrea, at Naples in October 1887. Credit: Alamy. |
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| R.N. Trinacria as a naval auxiliary, c. 1891-1899. Credit: reddit. |
America went on to a valuable, varied and valiant career under the Italian ensign. Initially retaining her name, she acted as the flagship of the Italian Expeditionary Force that secured the East African territory for the Italian Crown by 1889. Later used as a transport and mother ship to a torpedo boat squadron, on 29 November 1891 she was renamed Trinacria, after the ancient name for Sicily and its distinctive symbol of a winged Medusa head with three legs. As a naval auxiliary Trinacria was armed with four six-inch guns, two three-inch guns and two machine guns as well as a torpedo tube.
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| Postcard of Trinacria, c. 1900. Credit: Roberto Liberi, Credit: Roberto Liberi, associazione-venus |
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| Trinacria at La Spezia. Credit: Roberto Liberi, associazione-venus |
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| On deck 11 November 1912 review of the Italian Fleet. Credit:Roberto Liberi, associazione-venus |
As a replacement for the Royal Yacht Savoia, Trinacria was given a major refit in 1900 to transform her into what she always aspired to be in looks: the world's largest yacht. As such she sailed throughout the Mediterranean, Aegean and Northern Europe including the 1911 Coronation Review at Spithead and to Kiel for the Imperial Navy Review there in 1913. During the First World War, Trinacria was based at Taranto as the flagship of the Italian Navy and flew the flags of such admirals as Principe Luigi Amedeo di Savoia, Duca degli Abruzzi (who commanded the fleet from 1915 to February 1917), Paolo Thaon di Revel, Emanuele Cutinelli Rendina, Vittorio Cerri and Lorenzo Cusani Visconti.
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| The Italian Royal Yacht Trinacria. Credit: clydeships.co.uk |
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| Trinacria at Kiel, summer 1913. Credit: clydeships.co.uk |
In 1920, Trinacria was dispatched on a cruise promoting Italian goods, sailing from Naples in October to Tunis, Algeria, Tangers, Lisbon, Barcelona and Marseilles, returning to Genoa. During this, she hosted 400,000 visitors. This was repeated in April 1921 from Naples to Malta, Rhodes, Alexandria, Benghazi, Tripoli, Tunis, Algiers, Casablanca, Lisbon, Barcelona, Marseilles and returning to Genoa. It was proposed to follow this up with another trade cruise, totalling three months, from La Spezia on 25 June to London, Antwerp, Amsterdam, Hamburg, Copenhagen, Danzig, Memel, Riga, Reval, Leningrad, Helsinki, Stockholm and Oslo, returning to La Spezia on 25 September, but this failed to attract sufficient interest and was cancelled.
The Italians are rather interested in Royal yachts at the moment, for they have just completed the new Savoia, which was laid down as a mall packet steamer, under the name of Citta di Palermo, and which still looks far more the packet than the yacht. She has straightt stem and two big funnels, and was intended to run the mail service to Sicily before they decided that the famous old Trinacria was really worn out and was overdue for the scrap heap. So the present Royal yacht was converted, and with her displacement of 4500 tons, is nearly as big as the Victoria and Albert, while her speed of 211 knots makes her the fastest Royal yacht in the world.
Whether 'very much use will be found for such big ship remains to be seen, but the Italians have always believed in big Royal yachts, the Trinacria being converted Atlantic greybound with displacement of no leas than 9000 tons. She was made Royal yacht because she was out of date for her duties torpedo school ship, but although her graceful clipper stem and two huge funnels made her look very nice, she rolled like barrel and could not be described as success.
The Sunday Times, 19 July 1925.
The Italians rebuilt the Sicilian mail steamer, Citta di Palermo (Tirrenia) into a new royal yacht, named Savoia, which entered service in 1925 and with her advent, Trinacria went to local Italian breakers after a 41-year career. The old America had outlived all of her contemporaries and looked splendid to the end of her days.
When reporting on her sale to Italy in 1887, the Liverpool Post remarked: "America is the most beautiful vessel in the mercantile marine of whole world, her lines being as fine and graceful in appearance as though she were a yacht, and an ocean steamer." Indeed, and it was perhaps fitting that she would go on to a varied and worthwhile 38-year career as a naval auxiliary and later the world's largest and finest yacht, worthy of her lithe and lovely lines that briefly graced the Western Ocean for two brief seasons under the Red Ensign. She remains surely the prettiest and fairest ship ever to fly it.
That art untouched by softness, all that line
Drawn ringing hard to stand the test of brine;
That nobleness and grandeur, all that beauty
Born of a manly life and bitter duty;
That splendour of fine bows which yet could stand
The shock of rollers never checked by land.
That art of masts, sail-crowded, fit to break,
Yet stayed to strength, and back-stayed into rake,
Ships, John Masefield.
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| America at New York. Credit: Peabody Museum. |
s.s. America 1884-1886
Completed 10 round voyages Liverpool-Queenstown-New York
totalling 61,460 nautical miles
North Atlantic Record Crossings
Fastest Westbound Maiden Voyage
Queenstown to New York
6 days 15 hours 41 mins.
Sailed Queenstown 1:50 p.m. 29 May 1884, arrived New York 10:15 p.m. 4 June
Roche's Point to Sandy Hook adding 4 hours 22 mins.
Average speed 17.6 knots
Fastest Eastbound Crossing (duration)
New York to Queenstown
6 days 14 hours 18 mins.
Sailed New York 9:11 a.m. 11 June 1884, arrived Queenstown 4:25 a.m. 18 June
Sandy Hook to Roche's pint, deducing 4 hours 22 hours.
Average speed 17.8 knots
Built by J. & G. Thomson, Clydebank, no. 195
Gross tonnage 5,528
Length: (o.a.) 459 ft.
(b.p.) 432 ft.
Beam: 51 ft. 2 ins.
Machinery: three three-crank tandem compound engines (63", 91" and
91" dia.) 66" stroke, 9,500 i.h.p., single-screw
Speed: 17.5 knots service
18.5 knots trials
Passengers 316 First 670 steerage
Officers & Crew 206
The Atlantic Ferry, Its Ships, Men and Working, Arthur J. Maginnis, 1892.
A Century of Atlantic Travel, 1830-1930, Frank C. Bowen, 1930.
The Blue Riband of the Atlantic, Tom Hughes, 1973.
British Passenger Liners of the Five Oceans, Vernon Gibbs, 1962.
Modern Shipbuilding and the Men Engaged in It, David H. Pollock, 1884.
North Atlantic Seaway, Vol. 2, N.R.P. Bonsor, 1977.
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© Peter C. Kohler
