STEEL, STEAM & SAIL: R.M.S. SERVIA

 

With the re-constitution of the Company accomplished, the forward policy of the Cunard Line received a fresh impetus, of which the first essential exemplification was the building of that magnificent vessel, the Servia, in 1881, by Messrs. J. & G. Thomson.

Liverpool Mercury, 25 June  1892.

… steel hulled and engined for  17 knots, she  was  the  first  passenger  liner built solely on passenger revenue derived  from fast  passages.  She was Cunard's leap  ahead.

Merchant Fleets, Cunard  Line.

Few companies can  boast of a 185th  anniversary  that Cunard celebrates  this year, nor  recall so rich a legacy of notable ships, men and accomplishments that ensured that longevity. Ships like  Britannia,  Mauretania, Carpathia,  the  Queens and men, including Samuel Cunard, Lord Inverclyde and the Bates  Bros., Commodores Rostron and Bisset-- come oft to mind.  However in the remarkably underdocumented history  of Cunard, are forgotten personalities and vessels  that  expanded the  company's dominance on the Atlantic Highway.  Of these-- John Burns  (1829-1901)-- and the first  ship he was directly  responsible  for-- Servia (1881-1901)-- are among the "forgotten greats" in the Cunard Story. 

John Burns redefined the  corporate make up of Cunard and plunged the conservative company  into  the wonders of Victorian  engineering genius to produce  the first truly Modern Cunarder-- first made of steel, first lit by  electricity, first  with  a double bottom and automatic closing watertight doors and at the time of her  introduction, the  largest (save Great Eastern)  and most powerful passenger  liner  in the  world.  In this, the 185th anniversary  year  of  Cunard, discover  the  ship  that redefined the line and reaffirmed their primacy on the Atlantic which they maintain to this day:

R.M.S.  Servia  1881-1901

A  magnificent  framed portrait  of  R.M.S. Servia by Antonio  Nicolo  Gasparo  Jacobson (1850-1921) dating  from 1881. Credit: eBay auction photo. 

Servia, in her post 1895 rig and  configuration.  Credit:  U.S. Library of  Congress.

The Cunard partners remained aloof.  Not  for them to race  across,  at least not  yet, a period of thought was  needed in order to contemplate changing technology. There was no  point in rushing into  construction of ships which would quickly  date,  but new tonnage was sorely needed.

The  Power of  the Great Liners.

Thus recapitalized, the Cunard Line was able to undertake  the construction of  steel  ships of  unprecedented size, power,  and luxury which would  again give  it  the place of leadership in the passenger service. The new policy  was announced in a vigourous letter, signed by John Burns and published  in the London Times. The  first monster ship to be  launched under  this program was the  Servia, built in 1881 at the Thomson yards  at Clydebank.

Spanning the Atlantic.

It is  a distinction afforded only  the truly  successful of enterprises, possessing both  longevity and endurance, to have had valleys  as well as peaks defining their  long histories.  Thirty  years after they pioneered the  North Atlantic Ferry, what  was still officially  called the  British & North America Royal Mail Steam Packet Co., and what  everyone called  "The  Cunard  Line," found themselves in  a valley. The passenger carryings for 1870 are instructive:

                     voyages  saloon  steerage  total

Inman           68          3,635   40,465    44,100

National       56          2,442    33,494   35,936

Guion           55          1,155    27,454   28,569

Cunard         70          7,638    16,871   24,509

Whilst today no one even remembers Inman,  National or Guion, they  were indeed once if briefly dominant on the  North Atlantic and owing to Inman's initial pioneering of  the carriage  of immigrants by trans-Atlantic  steamship instead of  by  sail.  Unlike Cunard, which was hitherto content to derive  a steady profit from their mail contracts (renewed in 1869 and paying £70,000 per annum) and saloon passengers, these lines made enormous profits from the steerage trade which neither required  the  high operating costs of first class operations and tapped into  the  rising tide of immigration to the United States  from Britain and  continental Europe.  

Cunard advertising card, 1870. Credit: picryl.com

The 1870s were a dismal period for overall trans-Atlantic trade, occasioned by  a serious  and  protracted depression in the United States that  began in 1873, substantially reducing immigrant  traffic so  Inman, National and Guion suffered and indeed proportionally more than Cunard owing to their less reliance on that segment.

Having already lost the Blue  Riband to Inman's City  of Brussels in 1869,  showing  that  Inman now intended to challenge  Cunard  for the high  end  saloon  business (Cunard in turn introducing the carriage  of steerage passengers in their new Abyssinia (b.1870/3,253 grt),  the company's fortunes  and indeed  the entire  Atlantic  Ferry was shaken by  the remarkable arrival of  a newcomer:  the  White Star Line  in 1871 which  thrust themselves on the scene with  a brand new  fleet  of  steamers all with the newest  technology  of the time-- the  compound engine-- and an entirely  new standard of passenger accommodation.   In  a stroke, White  Star rendered the entire fleets of  Cunard and others obsolete and  set the  pattern of  ceaseless  progress reflecting new technologies  and competition for the top-end saloon trade in addition to carrying immigrants.

The partners, were,  therefore, faced with the  dilemma of having to improve  the quality of the  fleet  in order to meet increasing competition, from relatively  scarce  resources,  at  a time  when the returns from trade did not  justify  such  outlay. 

Cunard and  the North Atlantic, 1840-1973.

More than anything, this new  cycle of adopting to new competition and  new  technologies,  revealed  serious  weaknesses in Cunard's management structure and indeed their ability  to afford to  respond to newcomers and new ideas.   This  was  heightened by the ensuing depression in carryings starting  in 1873, made worse by  the  end of the annual mail subsidy at  the  end of 1876, replaced by poundage payment designed to save the British taxpayer not further  Cunard's finances.  Hitherto, Cunard had  also  included the carriage  of cargo,  of all description,  in their  profit mix, but  by the middle of the1870s, freight  rates tumbled owing  not just to  the  state  of  trade but  the  widespread  emergence  of the "tramp steamer" that ran outside  set conferences, carrying cargo at such cheap rates as to make it  impossible for Cunard and others running to set mailship schedules  to compete.    

Nevertheless, the period from 1875 to  1880 was one of enforced retrenchment. The two chief rivals, Inman and White  Star, possessed better ships, superior in speed, passenger accommodation and  operational efficiency. The competitive problem could only be solved in one way, namely,  by moderisation of the fleet. The adoption of such a policy could not,  however, be put  into effect  in the conditions prevailing  before 1880.

Cunard and the North  Atlantic, 1840-1973.

By 1873, there arose a consider rift  between two of  the principals of the  line:  Charles McIver and  John Burns over what course of action should be taken in responding  to  White Star  and other competition.  McIver  strongly resisted  the idea of too quickly  embracing  new technology  believing  some of it, like the evolving  "10:1" length  to  beam ratio, to  be fundamentally flawed and limiting the earning capacity  of  ships built to it, and generally resisting entering a cycle of building  new ships that  would quickly  become obsolete.  

John Burns (1829-1901), first Chairman of the newly reorganised Cunard Steam Ship Co. Ltd., who brought the company  back into the  thick of  competition on the  North  Atlantic. Credit: wikipedia

Countering this was one of  the  great personalities who  came to guide Cunard to a new directions in the last quarter of the  19th century  century: John Burns (1829-1901. Becoming  a  partner in Cunard in 1860, his forceful demeanor prevailed over McIver in many decisions, but  other  than commissioning Bothnia and Scythia in 1874 (which were modest updates of  the  already  obsolete  Abyssinia of 1870), no real response to  White Star was  forthcoming and the matter shelved  as carryings  collapsed with  the worsening  depression in America. 

Before any  substantive programme of improvements to the  fleet  could  be  undertaken, the  company was recapitalised in  1878 and reformed as the  Cunard  Steam Ship  Company Limited with a capital of £2 mn.,  of  which  £1.2  mn. in shares were held by Cunard, Burns and McIver and in 1880, the public were offered to purchase the  remaining  £800,000 in shares which they eagerly did. Significantly,  John Burns was appointed  Cunard's  first  chairman and  in 1880,  Charles Maciver  retired although  his  two sons remained on the board and  shared their  father's  reluctance to  "build big."  

Burns' expansionist vision  for  the  company was reinforced by another  significant  development:  William Pearce, controlling  partner in the John Elder shipyard, convincing Guion Line  to  enter the  race  for North Atlantic supremacy by building  record breakers built  on a new concept of express liners  catering only  to passengers, mainly saloon ones willing to  pay  the high  fares that  made fast  ships  profitable, and  light  freight, built to  the "10:1" ratio and having such narrow  hulls and  such enormous  engines had,  in fact,  little room for  anything other than  what Pearce envisaged.   It was rumoured that Pearce  had,  in fact,  approached Burns with his ideas which being too ambitious and risky even for Burns, were declined  and  the  overture made, instead  to Guion which had  already  dabbled,  most  unsuccessfully,  with  the desire for  recordbreakers,  with  the innovative  but inherantly flawed Montana and Dakota in  1875.

Introduced in May 1879, the first  of  a remarkable trio of  Guion  recordbreakers-- Alaska,  Arizona (1881) and Oregon (1883)-- entered  service and would eventually  take  the Blue Riband from White Star and immediately elevate  the former immigrant line into the public  awareness  and market domination that only "greyhounds" could inspire. A  new  era in  "10:1 racers" ensured, introducing an astonishing era of competition on the North Atlantic that would produce ships  of  such  size  and speed  as to be scarcely  undreamt  of just five year previously.

During this  period of White  Star  ascendancy, Cunard was rather  quiet in terms of liner construction  and seemed determined  not compete.

The  Power of  the Great Liners.

Gallia of 1879, last ship ordered by  the  old Cunard management and a mild reworking  of Bothnia five years earlier.  Credit: Library  of Congress photo collection.

Having  sat out the introduction of White  Star nine years  previously,  Cunard could no longer  afford to  be  complacent, nor was it a trait possessed to any degree by  John Burns.  The last Cunarder  to  be  contracted by Burns and McIver, reflected the tentative  quality that would soon be discarded:  Gallia (4,809 grt),  which had been ordered before the 1878 reorganisation of the  line, and was  a modest reworking  of  the earlier Bothnia and Scythia.  Now, in 1879, Burns embarked the new Cunard on their most  expansive newbuilding programme since their inception,  entailing 53,000 gross tons of  new  ships  to be  built over  the  next  five  years: the  intermediate liners Catalonia,  Cephalonia  and Pavonia for the Boston service and two  new, substantially larger  and faster express liners for  the New  York  service. 

Cephalonia, second of the  1880 building programme, and one of three ships  for  the Boston route. Credit: Merseyside Maritime Museum.

In his capacity of managing partner and most influential member of the Cunard Company, Mr. John Burns had long seen that it was absolutely necessary, in order to solve the question of an improved passenger service between  the old world and the new, that vessels of  much largest dimensions, and even greater steaming power, should be built.  After much anxious study of the question in every possible phase, and much consultation with highly  qualified professional experts, he and co-partners eventually and wisely  determined that next Cunard liner should be a distinct step in advance of anything that had  been built  or was then building, alike  as to speed, comfort and safely;  that  she should  be the  largest mercantile steamer ever yet built;  and, if possible,  she should be  the fastest ocean steamer afloat. 

Engineering, 7 April 1882.

When the success of vessels of the size of the Arizona and the Gallia was made apparent, it was decided by the Cunard Company to build a larger and faster ship than previous ones. Accordingly, in the autumn of 1880, specifications were issued to some of the leading shipbuilding firms, asking them to tender for the construction of a vessel of 500 feet in length, 50 feet beam, and 40 feet depth. At the suggestion of Messrs J. & G. Thomson, who were successful in securing the contract for this remarkable vessel, the dimensions were increased to 530 feet by 52 feet by 44 feet 9 inches. With these dimensions, and with mild steel as the constructive material, the new vessel — the Servia — was thereafter proceeded with in Messrs Thomson establishment.

Modern Shipbuilding and the Men Engaged in It.

Sir,—ln regard to an announcement lately made in  The Times that the Cunard Company contemplated the construction of a steamship of great size and power, it may interest the public to know that my partners and I have just concluded a contract with Messrs. James and George Thomson by which that firm is to build on the Clyde, for our fleet,  a screw steamship, the size of which will be exceeded only by that of the Great Eastern, while the speed will be greater than that of any ocean steamer afloat. 

This new vessel will be of 7,500 tons and 10,000-horse power, her dimensions being 500 ft. in length, 50 ft. in breadth, and 41 ft. in depth, propelled by inverted direct-acting compound engines, with three cylinders and seven  oval tubular boilers,having 38 furnaces and 1,000 ft. of  effective fire-grate surface. She will have an extra promenade deck, and will practically be a five-decker, being fitted for 430 first-class and 600 steerage passengers, with accommodation for a crew  of 200 officers and men. Her cargo will be equal to 6,500 tons, with 1,700 of coal and 1,000 tons of water ballest, having  a double bottom on what is called the 'longitudinal and bracket system.' 

This vessel has been designed, after lengthened consideration, to meet the requirements of our transatlantic service, and we have adopted in every detail of the ship and engines the most advanced scientific, improvements compatible with the safe working of so great a vessel. 

Among the important matters into which we have crucially inquired has been that of the employment of steel instead of iron, and after a practical and thorough examination into the merits of both materials, we have adopted steel for the hull and boilers, but under a provision so stringent that every plate, before acceptance, will undergo a severe and rigid test by a qualified surveyor appointed and stationed at the steel manufactory for that special purpose, and that the manipulation of the steel by the builders shall be subject to an equally careful supervision by qualified engineers of our own appointment. The steel is to be  made on the Siemens-Martin process, and all rivets as well as plates throughout the ship are to be of steel.

The name of the new vessel is to be the Sahara, and she is to be ready for sea in March, 1881. 

l am, yours, etc., Glasgow, Nov. 3. JOHN BURNS.

Evening  Mail, 5 November  1879.

On 5 November  1879 it was reported that  Cunard had  placed an order for  new  screw  steamship, measuring 7,500 tons, 500 ft. by 59 ft., powered by single screw compound machinery and  accommodation 450 First Class  and 600 steerage  passengers, with Messrs. James &  George  Thomson, Clydebank, to be named  Sahara  and enter service  in March  1881.  Costing £256,903, Cunard consigned Abyssinia (1870/3,376 grt) back to Thomsons who built  her, as part payment on the new ship.

Mr. John Burns has just concluded a contract with Messrs. Jas. and Geo. Thomson, by which that firm is to built on the Clyde, for the Cunard fleet, a screw steamship, the size of which will be exceeded only by that of the Great Eastern, whilst the speed will be This greater than that of any ocean steamer afloat. The new vessel will be 7,500 tons, 10,000 horse-power, her dimensions being 500 feet in length, 50 feet in breadth, and 41 feet in depth propelled by inverted direct acting compound engines with three cylinders and seven oval tubular boilers, having 38 furnaces and 1,000 feet of effective fire grate surface. She will have an extra promenade deck, and will practically be a five decker, being fitted for 450 first-class and 600 steerage passengers, with accommodation for a crew of 200 officers and men. Her cargo capacity will be equal to 6,500 tons, with 1,700 tons of coal and 1,000 tons of water ballast. She will have 2 double bottom, on what is called the 'longitudinal and bracket system.' Steel will be used for the hull and boilers, but under a provision so stringent that every plate before acceptance will undergo a severe and rigid test by a qualified surveyor appointed and stationed at the steel manufactory for that special purpose. The manipulation of the steel by the builders is to be subject to an equally careful supervision by qualified engineers of the Cunard Company's appointment. The steel is to be made on the Siemens-Martin process, and all the rivets as well as plates throughout the ship are to be made of steel. The name of the new vessel is to be the Sahara, and she is to be ready for sea in March, 1881.

Liverpool Daily Post,  5 November 1879.

Like the rivalry of the great gunmakers, the more peaceful competition great companies seems almost of the great steamship without a limit. A few days since we intimated that the Cunard Company proposed building on the Clyde steamer--the Sahara--which would distance both in size, speed, and general magnificence the rest of already noble fleet. This announcement was followed by another to the effect that the Allan Line had also commissioned the Glasgow shipbuilders to construct  for them a vessel as fine as wood and iron construct and gilt and paint could make it--the Parisian; and now in Barrow-in-Furness  the Inman Company has followed suit by ordering from the yards an addition to their stately squadron. The new Inman liner is to outstrip both the Sahara and the Parisian, for it is announced to be intended as the most superb.   In fifty years we have  made rapid  advance, and by  the  time Sahara is on Messrs Cunard & Burns' retired list, we shall no doubt have made even greater strides ahead.

The Courier and Argus, 25  November 1879.

On 15 December  1879  it was announced, by  letter  to The Times, by John Burns, that "the  name of  the  new  Cunard  steamship  will be Servia, instead of  Sahara."  

1880

The keel of yard  no. 179 was  laid down  at Dalmuir on 20 January 1880.   By this time, but unannounced, her dimensions  had changed to an overall length of 530 ft., beam of 52 ft. and depth of 40 ft. 9 ins. (as corrected by letters to the press  by Cunard Chairman John Burns, in September 1880).

Earliest published rendering of the new  Servia. Credit:  Illustrated London  News, 18 April 1881.

1881

By  January  1881, Cunard had Servia, Aurania,  Pavonia and Catalonia  all underway  at Thomson's Dalmuir  yards, totalling some 23,000  tons and  the yard had built 101,150 tons of ship for  Cunard to date. Servia's construction was supervised throughout  by  Capt.  Watson of  Cunard  and Mr.  William Muir, the  company's  engineer at Glasgow. 

Otherwise constructed in the obscurity typical of  the age, it  was announced on 22  February 1881  that Servia  would be launched  at  1:00  pm. on 1  March.

Cunard announced in mid  July  1881  that Servia would depart Liverpool  her maiden  voyage on 18 August.   Tickets  to view  the launch were sold at one shilling  each  with proceeds  to benefit the  Training Home for Nurses. A special train was run from Glasgow Queen  Street to Kilbowie, near  the yard and the  steamer Athole offered  a roundtrip  excursion  to view  the launch from the  river. A viewing platform,  capable of accommodating 500 persons, was  erected the  front  of  the slipway to  witness  the christening  of the  ship by Mrs. John Burns, wife  of  Cunard's director.

A few minutes after one o'clock the dog-shores were knocked away. and Mrs John Burns advanced to the bows, and, after cutting the rope, performed the ceremony of naming the vessel in a most graceful manner. The bottle was not smashed a moment too soon, for in second or two the vast ship glided down the well-prepared stocks in beautiful style, and took the water  amid loud and continued  cheering. With  her  tremendous  weight she  scattered about the massive launching  chains like tiny  playthings, and  after giving one grand dip, canted round into the bosom of the Clyde.

It  is necessary to state that in arranging  for the safe  launching  of  the  Servia, the  Messrs. Thomson had  to built the vessel immediately opposite the river Cart, in order to give her a good swing, 559 as the Clyde opposite the yard is only about 559 feet wide. It took some time to get the newly-launched vessel into the middle of the river, and tugs employed had to tow her up to the large crane at Finnieston with the stern foremost. At this spot the will receive her machinery, after which she will be taken down to the tidal basin attached to the Clydebank yard to receive internal fittings, and this, expected, will occupy about three months. 

Glasgow Daily  Mail, 2  March 1881.

At 1:15 p.m. on 1 March 1881, the great hull,  weighing 5,200 tons, went roaring down the ways, her progress checked by  16  chains, with  a restraining  power of  1,500 tons, and six  anchors.  

Slowly the Servia began to move, and gaining momentum the shoring timbers fell loudly, crashing and plunging in the tide, and the huge, stately vessel glided steadily and sweetly into the water . On her way across the stream the great screw blades of the Servia made several revolutions as if they had been propelled by steam - power and not by the sheer force of her weight and momentum , crushing them against the resisting water. Just before touching the bank at the mouth of the Cart, the strong chains at her bows pulled her safely up , and brought her back slowly towards the building yard. The launch was in every particular a complete and notable success . 

The Nautical Magazine.

The launch of the Servia is some extent a remarkable event in the history Clyde shipbuilding, inasmuch she is by far largest vessel that has been floated on the river, and the best idea of her vastness may be gathered from comparison with several of the magnificent steamers lately fitted out. In fact, as she lay the stocks before being launched yesterday, showing her beautiful and well-defined lines and graceful proportions, the most experienced eye would have been put out of reckoning as to her actual dimensions, and could scarcely have taken her for  the towering leviathan which she really is.

Glasgow Daily  Mail, 2  March 1881.

The Cunard Royal Mail steamship Servia, was launched on March Ist , from the shipbuilding yard of Messrs. James & George Thomson, Clydebank, near Glasgow, in presence of a large number of spectators. Great interest was taken in the event from the circumstance that the new vessel is fully 3,000 tons larger than such huge ships as the Gallia, the Arizona, the Orient, the Furnessia, and the Parisian, being in point of dimensions and tonnage exceeded only by Mr. Scott Russell's famous ship, the Great Eastern. 

The Marine Engineer and Naval Architect.

Following the launching, 200 invited guests  were  entertained  to luncheon  in the  new  model room of  the yard. Among those present were:Amongst the company present were:  Mr John Burns, chairman of the Cunard Company; Mr. Baring, Mr Jardine, Mr J. C. Burns, Cunard, Mr Bevan, Mr Williamson, Mr Dudley Ryder, the Earl of Ravensworth, Mr George A.Burns, Mr and Mrs Gairdner, the Lord Dean of Guild and Mrs Mirrlees, Rev. Dr Peake and Mrs Peake, Mr Richard Hobson, Prof. and Mrs Ramsay, Prof. and Mrs Jebb, Mr R. F. Shaw Stewart, Mr Crum-Ewing, Lord-Lieut. of Dumbartonshire; Capt. Townsend, R.N., of H.M.S. Hercules, and Mrs Townsend; Mr and Lady Isabella Gordon; Captain Pryce, Board Trade; Lord Balfour of Burleigh; Ward Room Officers of H.M.S. Hercules; Mr J. B. MacBrayne ; Rev. John Stark; Mr Campbell Findlay, Castle Toward; Mr Augustus, Mr M. Canningham; Mr Nathaniel Dunlop: James White of Overtonn, Mr and Mrs James Neilson and Miss Neilson; Colonel and Lady Georgina Drummond-Moray; Mr Leonard Gow, Rev. R. Henderson, Chevalier De Martino, Mr F. Snow Miller, Mr Munford; Mr and Mrs Major and Mrs Currie; Major Calder, 1st D. R. V.: Lieut. Col. Haye and Officers 21st Hussars; Mr and Mrs Thomson: Mr and Mrs Hugh Neilson: Mr Orr Ewing of Ballikinrain; Rev. A. H. M'Oregor, Dalmuir: Mr John Neilson, Glasgow; Major Ferguson, Royal Engineers; Mr and Mrs William Neilson; Captain and Mrs Poison.

The usual  round of speeches and toasts followed, leading with James R. Thomson:

I have much pleasure in proposing the toast of 'Success to the Servia.' In doing so I trust it may not be out of place to allude to the reasons which led to the Cunard Company having so large a vessel built. It is well known that of late years the great competition in ocean-going passenger steamers has made it an absolute necessity to have great speed, large cargo capacity, and at least comfort, heard if not luxury, in accommodation. I have it stated by some people that the building of such great ships was a mistake, and that few such would be built. But I think it is very evident that where speed is required, along with large cargo and passenger accommodation, a vessel of large dimensions is necessary, and will give what is required with the least proportionate first cost as well working cost; and for this reason the Cunard Company, before it became public company, decided to act on the proposals laid before them by Mr John Burns, and made this immense step in advance. I presume some here may remember the words of Mr John Burns on the occasion of the launch of the Gallia two years ago, when he stated that Cunard Company intended to keep in the front rank (applause)-and  the courageous of policy of their  chairman  has already resulted in the construction of the Servia and another steel ship also of power and size to be called the Aurania, with three other ships of great magnitude for cargo and passenger service. In asking you to drink this toast I would express the hope  that the Servia, the first of the new type of vessel for the Cunard Company, and the others to follow, may prove successful and as much credit to all concerned as the  many  ships   we have already built for them.

In reply, Cunard Chairman John Burns stated:

We have in the Servia a notable instance of bow, as iron superseded wood, steel is superseding iron. We well remember the careful calculations into which I went with  Mr. James Thomson, the designer as well as the constructor of the Servia, in regard to the advantages of steel, and also the crucial investigation, before by scientific experiment of the article itself, 1 recommended its adoption to my partners, and the facts then elucidate were so favourable to steel as against iron that we dil not hesitate to accept it, not only because of its greater strength, bat that united with superior ductility we gained the advantage of lass weight, as will be seen when I mention that the Servia, if built of iron, would have weighed 620 tons more than she does of of a corresponding increase in draft of water.

Liverpool Daily Post, 3  March 1881.

There was a very large gathering of ladies and gentlemen at the launch, special trains and steamers being ran from Glasgow during the forenoon for the convenience of those anxious to see the new Cunarder take to her element. Mr. John Burns, who has taken a lively interest in the construction of the Servia, was also present at launch. After the vessel had left the stocks the company of invited guests were entertained to luncheon by the builders in the model-room of the works: Mr. James Thomson presiding. Among there present were Mr. John Burns, Mr. Baring, Mr. Jardine, Mr. Cunard, the Earl of Ravensworth, Lord Balfour of Barleigh, and number of Liverpool ladies and gentlemen. The chairman proposed 'Success to the Servia,' and Mr. John Burns, in suitable terms replied to the toast. When completed the Servia will take her place in the fleet of the Cunard Royal mail steamers, The Servia is, with the exception of the Great Eastern, the largest steamship afloat.

Liverpool Daily Post, 2 March 1881.

Good progress on the fitting out of Servia  was  setback when  "a disastrous and most alarming fire"  broke at  J.& G. Thomson's yard at  Dalmuir  on  the  evening  of  18 April 1881, in  the  sawmill  of  the  joinery  shop.  The entire brick structure,  four stories  and 230  ft. long and 60 ft.  Broad, was consumed by  the  blaze, which  fortunately did  not  spread to  the machinery  shop  and indeed the vessels on the ways. "The night was fine, and the conflagration illuminated the sky with a ruddy glare which lit up  the surrounding landscape for  miles." (Glasgow  Daily  Mail,  19 April).  The  blaze destroyed "a large quantity  of  valuable ships' fittings, woods of  various  descriptions used in the construction of vessels.  Amongst  these woods were ash, elm, oak, birch, maple, teak and mahogany. The joiners were pretty far advanced with the Cunard liner Servia, launched on the first of March,  and the firm were pushing forward that the vessel in order to have her ready in the course of a month."  If the fire was  not enough, on the  27th Clydebank  shipjoiners went on strike, including all of those  working on Servia  alongside Finneston  Quay. 

The New Steamship Servia. The gigantic steel-built vessel, the latest addition to the Cunard fleet, having got her engines, boilers, masts, funnels, etc. on  board at the crane  at Finnieston, was towed the river to her builders' dock at at Clydebank, of finishing on her Saturday [30 April] afternoon, for the purpose of finishing her equipment, and getting her internal furnishings put on board. The great and more than ordinary height of her two chimneys is generally admitted to detract somewhat from her magnificent appearance.

Glasgow  Daily Mail, 2  May 1881.

A demonstration of  Swan's electric  light in Glasgow  on 12 May 1881 was attended by many prominent citizens and prompted the  Glasgow Daily  Mail the  following  day to report that: "We understand that Mr. John Burns, chairman of the Cunard Company, contemplates  introducing  the  Swan lamp into the  Servia, now in the  course  of completion on the  Clyde."

The River Clyde  may  have spawned some of  the  wonders of  the Ocean Highway  but its confines in  width and depth  often tested its newborn's  first  steps.   On departure  from Thomson's  yards  on the  evening of  29  June 1881 for drydocking, Servia,  drawing 20 feet,  went  aground and before  she could  get free,  missed  the tide.   She  got  safely off  the  following day and  entered the dry  dock  at 2:30  p.m. on  1 July.

As Servia is the largest merchant ship ever dry-docked, much anxiety, was felt by  those  interested in having her safely fixed on the blocks. This was, after two nights of preparation and attendance, successfully accomplished, and without the slightest mishap, under the immediate superintendence of Captain White, harbour-master; Mr Crawford, from the builders' firm; and several of the under officials of the the Clyde Trust. The enormous vessel quite  fills the capacious dock and her exquisitely fine build is seen to the  greatest  advantage as she lies  on the blocks. Before  the water  was  withdrawn from the dock,  and  the  vessel  settled down,  she  somewhat  resembled a long-range of five-story  tenements from  her towering  appearance.  She  vacates the  dock  on Tuesday  night.  

Glasgow  Daily Mail, 2 July  1881.

During the present summer and coming autumn three of the largest steamships in the world will (says the Daily News) be added to the Atlantic fleet of the Cunard, the Inman, the Guion lines running between this country and dew York. The first in in this competition of leviathans  to make its maiden trip will be the Servia, belonging to the Cunard line. This magnificent ship will sail from Liverpool for New York for the first time on the 13th August, and despite her vast size will no doubt carry a full complement of passengers.

Liverpool  Daily Post, 14 July 1881.

Credit: Glasgow Daily Mail,  11 July 1881.

On 11 July 1881 the first  advertisements  appeared listing the  of Servia's maiden voyage for  New York, from Liverpool on 13 August.

On the  afternoon of  13 July 1881 Servia  came down the  river  to  the Tail  of the Bank  where she arrived at 4:00 p.m.,  "four  tugs being  in attendance. Large numbers of persons congregated  on the  quays to get  a sight of the magnificent vessel as she  passed down the river." (Glasgow Daily  Mail, 14 July).  She then proceeded to  Gareloch to take on 500 tons of coal for  her  trials. 

Summer  1881 marked  a halcyon season for British competition on the North  Atlantic, or rather, determination to maintain its absolute supremacy. On 13  July, the latest  Guion Line flyer, Alaska was launched, well almost…  she got  stuck on the ways  and  did not take the water  until the  following day's high  tide. Servia  was  coaling for  her trials and  on 13  October  Inman's City  of Rome was scheduled  to make her maiden voyage. 

It  was determination in the face of  adversity and on 19 July 1881 it was reported that "a flaw  having been discovered in  the  new  Cunard  steamer  Servia, the  Messrs. Thomson  have decided not  to  hand the  vessel over to the  Cunard Company  until  a new shaft  is  fitted,  and  this will  necessarily  cause  the postponement of her  sailing to New  York." (The  Herald). The flaw was in her  main crankshaft and apparent after preliminary  trials run at three-quarters power and producing 14.5  knots before the crank showed cracks.  Returning to Gareloch where she would remain anchored while her new shaft,  now to be made by Vickers,  was cast.

Credit: Liverpool Daily  Post,  1 August 1881.

As a welcome distraction from faulty shafts, it was reported by The  Greenock Telegraph on 22 July1881 that Servia was fitted with "ninety-eight lamps for electric lighting." 

The chairman of the Cunard Company is giving practical evidence of his faith in electric lighting by fitting the Cunard steamship Servia with ninety-eight lamps. The contract is being executed by Swan's Electric Light Company. The ninety-eight incandescent lamps are to be disposed in the following manner: Engine-room, 20; propeller shaft tunnels, 10; grand saloon, 50; music room, 6; ladies' boudoir, 6; smoking-room, 4. The requisite current will be obtained fromn a No. 7 Brush " dynamo-electric machine, the driving of which will be done by a special engine made by Messrs. John Fowler and Co., Leeds. 

Liverpool Daily Post, 1  August 1881.

Credit: Greenock  Telegraph, 24 August 1881.

It was announced that as part of his  visit  to the  Clyde,   The Duke of  Edinburgh, as Admiral Superintendent of  the  Naval  Reserves, would inspect  the training  ship Cumberland on 23  September 1881 off Greenock and had also accepted an invitation by Cunard's  John Burns  to "a dejeuner" aboard  Servia still anchored at  Gareloch.  The royal party came out  to  Servia aboard  the  steamer Lancelot from  Helensburgh at 1:00 p.m.,  and joined some 150  guests in all who boarded earlier.

As the the  Duke and party  came on board, the guests  remained  standing on the upper deck, while the band of the Cumberland played the National Anthem. His Royal Highness, accompanied by Mr John Burns, Captain Cook, commanding the Royal Mail steamer Servia and commodore of the Cunard fleet, and Captain Watson, constructire a superintendent of the Cunard Company, made careful inspection of the new vessel. While the Duke was engaged inspecting the vessel, the guests took their seats in the main saloon, and at the close of the inspection sumptuous luncheon was served.

The  Herald, 24 August  1881.

The band from the training ship Cumberland gave a concert in  the ship's music  room before the Duke's party  left the ship  at 3:30p.m. aboard Alligator  for  Greenock and then  special train to  Glasgow  and onward  to  his  next stop of  Edinburgh.

Reduced rather to a venue than crack liner until her new shaft  could  be manufactured and installed,  Servia was opened to public  inspection on 29  August  1881  off Helensburgh, with proceeds  for  the  2s. a head tickets  benefitting the Glasgow  Seamen's Friend Society.

Finally, with her  new shaft "just about ready," the  Glasgow  Daily Mail reported on  14 September 1881  that  Servia "will  be towed  up to  Glasgow in a few days" for its fitting.  Servia finally  stirred from her moorings in Gareloch on the morning of the  20th and was taken up  the river by four Clyde  Shipping Co. tugs, two at the bows  and two astern, and moored at Glasgow's Stobcross Quay by noon. "The  shaft being  now ready,  no time will  be lost in having it fitted  into  its  place,  and the Servia  will shortly be able to take her place in the  service  for  which  she was  built." (Glasgow  Daily Mail, 21  September). 

Credit: The Herald, 3 November 1881.

Servia was again made available for public  inspection at Queen's Dock, Stobcross  on 4-5 November 1881,with  proceeds going to the survivors of  the  recent  East  Coast Fishing Fleet disaster, raising the substantial sum of  £152 14s  6d. "Yesterday the new steamship Servia,  presently berthed in the Queen's  Dock, was open for the inspection of the public, and a large number of took advantage of the opportunity thus  afforded  of seeing one of the most recent  triumphs naval architecture. The vessel will  open again for inspection to-day, when an exhibition of  the  " light of the future" will be given  by the  Swan Electric Light Company. "(The Herald, 5 November).

On 3 November 1881, Servia's officers and crew  were dispatched from Liverpool to join her at Glasgow.  Her trials would commenced on the 7th, after which  she would sail to Liverpool on or about the 15th and depart on her  maiden voyage on the 26th to New York. 

Credit: Greenock Telegraph,  9 November  1881.

Servia was proving  quite the reluctant  debutante and coming  down the  Clyde  on the afternoon of 8 November 1881,  with three  tugs in attendance, went aground  off Garvel  Point, and could not be freed and she  was remained fast until high water:

This magnificent screw steamship, after having bad a new shaft fitted on board in place of the original one which was found to be faulty, proceeded down the river yesterday, assisted by four powerful tugs, as well as her own engine-power. The tide was  a 'top spring,' but  unfortunately the Servia was too late starting from Glasgow,and by the time she reached Garvel Point, the east  of  Greenock, the water  in the  river  had  fallen several feet.  On rounding this intricate part of the river's navigation the steamer 'smelt the ground,' which at once prevented her answering her helm, and suddenly running out of the fairway she grounded on the north bank, the strong ebb subsequently  canting her  stern, and eventually  leaving the large steamer lying right  across the river. The services of  the  tugs were of course useless  in preventing the  steamer  grounding; but her  position was an easy one, and she was sure to float with the early tide this morning without damage. The Servia was in charge of a river pilot.

The Herald, 9 November 1881.

Servia got  free at 2:00 a.m. on 9 November  1881  and proceeded  to her  anchorage at  the  Tail of the  Bank,  off Greenock,  preparatory to her trials in the  Firth  of  Clyde. At 11:00 p.m. that evening a large iron lighter,  Raven, belonging to Messrs. Steel & McCaskill, was  serious damaged  when she  was struck  by Servia's screw, but able  to make to harbour and the water pumped out. 

Turning from the City of Rome to the Servia, which at last this week runs her trial trip on the Clyde, after the delays of many months, and before the end of the month will have her first trip across the Atlantic, it will probably be found that the time which has passed since she first went down the Clyde to run her trial trip in the month of July has not been ill spent. The defective piece of her machinery--the crank shaft-- which weighed 17 tons, has been replaced by soother which weighs 22 tons, and opportunity has been takent to adjust every minutest part which seemed to require attention; so that it may reasonably be expected that there will be none of the hitches on her trial trip or on her first voyage across the Atlantic which occurred in the City of Rome. 

An inspection of both of these great steamers is curiously suggestive at once of likeness and contrast. The external appearance in most dissimilar. The graceful yacht-like lines  of the City of Rome, and the clipper bow, with all the little arts that tell that beauty of design has been care. fully considered in her construction, are not to be found in the other. Viewed at a little distance, few vessels are more ungraceful or more devoid of ornament than the Servia. But in another respect she is more modern and more scientific in her construction than the City of Rome. While the Servia in built entirely of steel, and thus weighs fully 500 tons less than if iron had been used, the City of Rome adheres to the old material of iron; and in the Servia advantage has been taken, especially in the engine-room, of all the modern appliances of engineering science, which tend to render engines at once complicated and efficient.

In both steamers the chief engineer rules over a corps of men far more numerous than those required as seamen for the navigation of the vessel. Eighty-three men in the Servia, and about the same number in the City of Rome, are required for the service of the engine-room and stokehole, while in each 200 tons per day of coals are consumed when the engines are working full speed. Artistic elegance and richness of material employed are more apparent in the internals of the City of Rome than of the Servia. Yet in each the spacious dining room, with the music-room above, is unique of its kind —in length and breadth and perfection of artistic furnishing far in advance of anything hitherto seen afloat.

The 200 electric lights of the Servia are far more numerous than the 86 or thereby of the City of Rome; but the difference is quite made up by the greater brilliancy, a comparatively small number of lights, for instance, in the main saloon of the one, taking the place of the much more numerous, yet more pleasant to look at and dazzling, lights of the other. Which will prove a better sea boat, is another question which will be very speedily settled, and never more effectually than by sending both to make winter passages across the Atlantic. That the Servia, in spite of her not too attractive appearance, has fine lines is certain, and, in the opinion of most competent judges, she will not be inferior to her great rival. The all-important question of speed has yet to be settled; but there is every reason to believe that in this respect at least the first voyage of the Servia, as well as her trial trip, will come nearer the ideal of the speed demanded in the ocean steamers of the future.

As she has already with defective machinery attained 14 knots, with 46 revolutions per minute, it is erident that with 60 revolutions, which is her intended rate, and with all her machinery now in perfect order, not loss than 17 knots, or about 20 miles an hour, may be confidently looked for. In the natural order of things it will not be long before a rate of speed like this, at present the last result of science in the case of one or two, will come to be demanded in the case of all steamers crossing the ocean, as the least they can offer to their intending patrons. 

The Greenock Telegraph and Clyde Shipping Gazette, 11 November 1881.

Credit: Liverpool Daily Post, 15 November 1881.

Servia  continued  to be  star-crossed and on 10 November 1881 attempted to undertake a preliminary  trial in late morning but was unable to proceed further  than the  Cloch Lighthouse on account of dense fog.  "It had been intended that she should have gone through her 'progressive trials,' but the darkness, which continued all day, prevented the possibility of anything of the kind being attempted. It is satisfactory, however, to know that the engines worked admirably, and the ship was in splendid trim. Mr John Burns, the chairman of the Cunard Company, was accompanied by a few friends, among whom were Marquis of Ailsa; Lord Brabazon; Captain Townsend, R.N., of H.M.S. Warrior; Sir Michael Shaw Stewart, Bart.; Mr Dalrymple, M.P.; Mr Campbell of Stonefield ; Lord Colville of Culross; Alontague Campbell; Mr James K.Thomson; and Dunn, of the Admiralty. The Servia was lighted by the electric light, which in every way proved a wonderful success."(The Herald, 11 November).  The  weather  remained vile and on  the 11th,  a full  gale came up from the south with heavy  driving  rain and caused Servia, off Helensburgh,  to drag her anchor  to such an extent that  she had  to get  up steam and proceed to  a  new anchorage  off Roseneath  shore.

Finally, the weather moderated on 14 November  1881 and Servia was  able to be  properly  put through her paces and to great  satisfaction, making 17.81  knots:

The Servia went out upon her trials early yesterday morning, and was kept 'at it' the whole day, and underwent the most crucial tests both in regard to speed and seagoing qualities; and it is most gratifying to be able to report that nothing could have exceeded the satisfactory results obtained. The great vessel was repeatedly run at the 'measured mile,' and ultimately taken out into the Channel, and run back between the  Cumbrae and Cloch Lighthouses--- distance of 15¾ statute miles-- the result ot the day being that the Servia attained remarkable speed of 20½ statute miles per hour, having on board 2,500 tons of deadweight. The Servia was under the sole charge and responsibility of Messrs James & George Thomson, the builders and engineers of the ship; but the Cunard Company was represented by Mr. John Burns, the chairman, and Mr. J.  Cleland Burns, with  Watson, the  construction superintendent; Mr. Muir, the  superintending engineer, and Capt. Cook, who commands the whilst Mr Dunn, of the Admiralty, witnessed the tests and experiments, which were conducted with the utmost precision, and the greatest satisfaction was expressed at the total absence of vibration when this immense ship was running at her top speed.

The Greenock Telegraph and Clyde Shipping Gazette, 15 November 1881.

The following day (15 November 1881), it was planned to make "a  pleasure  down  the Firth" with  invited  guests, but  once  again  bad luck prevailed with the  weather  conditions and, instead,  Servia received  her guests for a reception aboard whilst still anchored  off the  Tail of  the Bank followed by  dinner. Among her guests were the Marquis and and Marchioness of Ailsa, Lord Blantyre, Lord and Lady Brabazon, Sir William and Lady Thomson, Mr T. J. Buchanan, P.; Col. Currie, John Burns, Mr. J.C. Burns,  Captain Townsend, H.M.S. Warrior, Mr G.R.. Thomson,  Captain Jameson, Peninsula and Oriental Company; Mr. and Mrs. William Denny, Mr. & Mrs. Leonard Gow,  Mr. and Mrs.  W. Anderson, Mr. and Mrs. Charles Gairdner, Mr. and Mrs. Reid, Helensburgh;  Mr.  And Mrs. G. Smith, Mr. David MacBrayne, Mr Br Archibald Galbraith, Rev. Dr Logan Mr. Nathaniel Dunlop, Mr. Andrew Lintoul,  Mr. C.D. Donald, Mr Claude Hamilton, Mr. Richard Hobson, Mr Deas, C.E.; Rev. John Keith, Rev. Dir Henderson, Clydebank; Mr 'Thomas Gray, Board of Trade; and James Dunn, Admiralty Surveyor.

Having examined the various features of the ship, the company had dinner in the main saloon, after which the Chairman (Mr. James Thomson) proposed the toast of The Queen," which was cordially pledged. The Chairman then proposed Success to the Servia," remarking that the ship was the result of the energy and push of the Cunard Company, as it was previous to the position which it now occupied, and be had no doubt that in its present forin, and with Mr. John Burns at its head, it would continue on that prosperous career which it had heretofore enjoyed.

Mr.John Burns, in the course of his reply, said the Servia was the one hundred and eightieth steamship with which his partners and himself had been directly associated since the formation of their business in 1824: and it was needless to say that in size, power, and general equipment she surpassed any steamship of their fleet which had preceded her. The Cunard Company, as now constituted, in taking up the mantle of the old firm, had done so in the determination that whilst they would do every thing in their power to attain the greatest possible speed, they would allow nothing to interfere with the maintenance of, humanly speaking, the maximum of safety (cheers). As chairman of that great maritime enterprise, he challenged the sbipbuilders and engineers of the world to go through the Servia from stern to stern, and from deck to keel, and find anything omitted which could contribute to ensure strength and stability. When it was remembered that the Servia weighed upwards of 10,000 tons, it might well be considered triumph of naval art that on Monday she was propelled at great speed without  absolutely any vibration (hear, hear). He said, referring to rivalry, that he was glad to  think with  their rivals upon the Atlantic he was personally on the best of terms, having 'eaten the salt' of the White Star, the Inman and the Guion Companies, and only lately availed himself of the opportunity afforded to him of being present at the experimental cruises of both the City of Rome and the Alaska, and he could honestly say that be wished them all and every success in so far they did not interfere with what he hoped would still be greater--the success of the Servia (cheers). Sir William Thomson afterwards briefy proposed 'The Health of the Builders,' to which Mr. George Thomson replied; and the visitors shortly afterwards returned to Greenock on board the tug steamer.

Liverpool Daily Post, 16 November 1881.

"Witnessed by  a considerable number of spectators," Servia sailed from  the Tail of  the Bank at noon  of 16 November  1881  for Liverpool,  with  the pig iron put aboard to  get  her  down to  her  loaded draught for trials, as cargo. After  "experiencing a rough voyage and exhibited  excellent sea-going qualities," (Liverpool Mercury, 18 November), Servia arrived at Liverpool at 10:00 a.m.  On the 17th, having aboard Cunard  Chairman Mr. John Burns and builder Mr. J.R. Thomson. 

On Monday, the 14th instant, she was taken out on her trial trip, aud was literally kept at it all day, undergoing the severest tests in the most satisfactory way. She had six runs at the measured mile in Wemyss Bay, and also made. the run from the Cloch Lighthouse to the Cumbrae Lighthouse, making in the aggregate an average speed of 17.3 knots per hour--an average, it is admitted, of the most satisfactory character. She also underwent a severe test as to her steering qualities, and acquitted herself as an easily-handled ship, notwithstanding her vast size, obeying her helm with readiness and celerity.

Having completed these experimental trials, the Servia started from her anchorage at Greenock on Wednesday, the 16th instant, at a quarter before twelve noon, on her run round from the Clyde to Liverpool, under the command of Captain Cook, and in charge of a pilot. The weather was very heavy, with a strong head wind during the early part of the day, which increased to a gale subsequently and during the night; but throughout the whole the ship behaved most admirably, proceding steadily with little or no rolling, and scarcely any vibratory motion, arriving about two a.m. off tie bar, where she stood off till near seven a.m., when she crossed the bar and proceeded majestically up the river. 

Liverpool Mercury, 19  November 1881.

Servia  was opened for public inspection whilst lying in Langton Dock on 22-23 November 1881 as well in the River Mersey off Prince's Landing Stage on the 25th for 1s. benefitting the Seamen's Orphanage.  "Great numbers visited the new Cunard steamer. yesterday in the Langton Dock, To-day the vessel will be taken into the river preparatory to her voyage for New York on Saturday. To-morrow the Servia will be again open to inspection, the tenders leaving the Prince's stage at 11 30. The amount realised from the sale of tickets of admission will be handed over to the funds of the Seamen's Orphanage."  (Liverpool Mercury, 24  November  1881.)  In all, she was visited by 1,900 people on the  evening of her maiden departure for New York. "Those who visited the vessel in  the forenoon were enabled to witness lifeboat and fire drill which is always insisted upon by the Cunard Company before a the voyage  is  undertaken. Later on in the afternoon the vessel was illuminated by. the electric light." (Liverpool  Mercury, 26 November 1881).

R.M.S.  Servia by Antonio  Nicolo  Gasparo  Jacobson (1850-1921) dating  from 1881. Credit: eBay auction photo.

The Servia may  in many  respects be  considered as a floating  embodiment of  Cunard principles. She was immensely  strong  and  as safe as it  was possible to make her. Every  precaution against emergency that could be taken was taken, from her  watertight doors and  subdivision to her four methods of steering. Her  speed  was high, through  not high enough for record-breaking-- which  was  not  her purpose.  Several of  her innovations were not new but already  been tried  out--  the Buenos Ayrean and Parisian had preceeded in steel construction, the City  of  Berlin  in electric lighting. 

J.H. Isherwood, Sea Breezes, March 1956.

In every part of the ship  the most advanced scientific improvements have  been adopted, and the result is a vessel that owners and builders may well be proud of.   

Liverpool Daily Post, 24 February  1881.

The new Cunarder Servia, presently lying in  the  Clyde, off Helensburgh, and which  is to be visited to-morrow by His Royal  Highness  the Duke  of  Edinburgh, is  beyond  doubt  a great triumph  of  naval architecture. In  form of  hull, equipment, and propelling  power  the  most  advanced ideas have  been  adopted, while  in point of size the new vessel is  a veritable 'Triton among  the  minnows.'

The Herald, 22 August 1881.

Conceived at the  height of the Victorian Age-- imbued with  the confidence and courage of an age  of that inspired innovation and enterprise and the product  of The  Workshop of The World in which British  engineering, industry and  shipbuilding stood without equal-- Servia was like so many significant and  innovative ships of  her  era so quickly  eclipsed by the  "great and greater still" credo of  the Age,  that she remains diminished in  appreciation of  her undoubted importance both at  completion  and  in influencing  future Cunarders,  right up to the  present day. 

Steel, Steam & Sail-- The image  of the mid  Victorian Liner evoked in this  splendid lithograph of the new  Servia. Credit: National Maritime Museum.

The urgent demands of our broader civilisation, improvements in  a navigation, the spread of population in new colonies and over wider continents, and, above all, the fresh accessions of experience and invention, are forces which now impel ship-owners to increase the dimensions of their vessels, and ship-builders to carry out the work. Each year the contrasts as to dimensions between the first leviathan and her later sister grow less and less. The completion within the past few years of such monster merchant ships as the Servia, the City of Rome, the Alaska, and the Oregon, and the forward state of the Etruria and Umbria, two remarkable steamships, building on the Clyde for the Cunard Company, constitute an epoch in the history of our mercantile marine, and give considerable justification to the belief sometimes expressed, that the proportions of the Great Eastern will in time be surpassed.

Modern Shipbuilding and the Men Engaged In It.

Few Atlantic  liners  were  as fleeting  in  their distinction  as  to size, luxury and speed as was Servia, which was eclipsed in  the first two  categories by Inman's City of Rome within  a year, and whilst never designed  for  records  (unlike the Inman  ship which notably failed in the  ambition) never quite captured  the public imagination that attended the  greyhounds.  As such, Servia is  all but forgotten today both in  the  context of the Atlantic Ferry of the  1880s, and in  the overall  history of The Cunarder.   In  the later, she surely deserves more attention  and greater appreciation for she literally began a new era for  the line,  embracing  the greater ambitions of new, decisive  management as  well as the  evolving  technologies  that make the liners of the period  so intriguing.  

A brand new  Servia in  Langton Dock, Liverpool, possibly loading for  her maiden voyage and having  her  funnels painted, showing her long, low profile capped by  lofty  fully rigged masts and tall slender funnels.  Credit: The Mariners' Museum.

The vessel that proved  to be  groundbreaking within  the  Cunard fleet began as the ships of  the  company had  been for the last decade or more--  a modest  "upscaling" of  previous  tonnage.  Instead, reflecting the natural ambitions of the  naval  architects and encouraged by a new management with  the  capital and reception to new ideas, the latest Cunarder would be  "reimagined" even after  she  was initially  contracted.

Servia was designed  by Thomsons (Captain Watson  and Mr. William Muir of Cunard superintending her  throughout)  just prior  to John Harvard Biles joining the firm in 1880 as their  chief naval  architect.  As originally  named Sahara, the new Cunarder was to  have  been  an enlarged version of Gallia measuring 500 ft. in length  and 50 ft. in beam but at the  inspiration of the designers and builders, design was substantially altered even after contracting to 535 ft. length by 52.1 ft. beam to give Cunard their first ship built on the prevailing "long" or 10  to 1 length to beam ratio as incorporated by  the new Guion liner Arizona, produced  a  record  breaker.  In addition,  Thomsons boldly specified  steel be used in her construction which was,  at the time, an extraordinary novelty. Indeed, the new Cunarder  would be  only the  second major liner built  of  the material, the  first, Allan Line's  Buenos Ayrean (4,005 grt, 385 ft. by 42 ft.) built by William Denny  and only  just  entered  service on 1 December  1879.  Servia was also to be given a  full double bottom, the first significant liner with  this since Great Eastern.  

All of this gave Cunard far more  ship  than even Burns had  originally  envisaged and from her  onset, the ship, so  revised  as to  warrant a change  in name from Sahara to Servia, thrust the once conservative company into  the forefront of  progressive naval architecture and marine engineering. Although it  might be said Servia's  appearance did her no favours especially  compared to the Inman liners and in particular  when compared  to City of Rome which  shortly  followed  and  eclipsed  her in both public  perception  and  size,  if not speed.

Early rendering of Servia. Credit: threebs, shipsnostalgia. 

Unfortunately,  I  cannot say I think her particularly  good  looking. She  was too  elongated  aft, her  funnels were  too thin  and  the hood  over her  steering gear look  a rather  ridiculous  little poop for a ship of  her  size.

J.H. Isherwood,  Sea  Breezes,  March  1956.

An inspection of both of these great steamers is curiously suggestive at once of likeness and contrast. The external appearance in most dissimilar. The graceful yacht-like lines  of the City of Rome, and the clipper bow, with all the little arts that tell that beauty of design has been care. fully considered in her construction, are not to be found in the other. Viewed at a little distance, few vessels are more ungraceful or more devoid of ornament than the Servia. But in another respect she is more modern and more scientific in her construction than the City of Rome. While the Servia in built entirely of steel, and thus weighs fully 500 tons less than if iron had been used, the City of Rome adheres to the old material of iron; and in the Servia advantage has been taken, especially in the engine-room, of all the modern appliances of engineering science, which tend to render engines at once complicated and efficient.

The Greenock Telegraph and Clyde Shipping Gazette, 11 November 1881.

If  the  1870s  introduced a new era of  North  Atlantic liner in size, performance and passenger amenities, the aesthetics of naval architecture lagged  and entered  a rather dismal  period in which the bowsprit sailing  ship  grace  that early screw steamers retained  gave way  to a proto industrial look of bluff bows,  factory chimney funnels and  a workmanlike  quality that stirred few  souls and if  anything confirmed oldtime mariners' nostalgia for the graceful days  of sail. Thomson built  well-found ships but hardly  pretty  ones  and  their Abyssinia of 1870  introduced the new look of  bluff bow and  single, awkwardly  placed funnel that persisted through Gallia of 1879.  

If nothing else, Servia by virtue of  her  size and  ambitions, at least introduced  a new  look, specifically  the  provision of  two  funnels…  the first on a  Cunarder since Scotia of 1862… that were notable  not just for their number  but  their tremendous (for  the era) height  (120 ft. high from the furnace grates) and slender  proportions (12 ft.  6  in. diameter) that  managed  to be distinctive  and awkward at  the same time,  being sited  too  far forward,  too narrow  in profile and  lacking  sufficient rake to  impart any  grace  or  balance  to an extremely long, low hull and minimal superstructure.  Her appearance was  improved in 1890   when given  a fully plated  over  promenade deck and full  boat  deck  above but she remained rather  emaciated in appearance her entire life, a quality her narrow 10:1  proportions only exacerbated.  

Servia's long low profile showing her rig c. 1890-1895 with yards  only  on her  foremast and decked over  promenade deck new boat deck. Credit: Merseyside Maritime Museum.

At completion in autumn 1881, Servia was, in fact,  the largest steamship  in the world save, of course Great Eastern, a distinction that  she  would  soon lose to  City of Rome and, of course, with the ensuing and remarkable further  development of  passenger ships,  her  dimensions paled by the middle of the  century.  Measuring 7,392 tons (gross) and 3,971 tons (nett) with a length of 515 ft. (b.p.) and  528 ft. (overall) and beam of 52.1 ft., Servia  was the first (and only)  Cunarder built to  the  then  popular "10:1" length to beam ratio, popularised by Harland & Wolff but introduced on the North Atlantic by Inman.  This was based  on the principal that  the best performance of a hull through  the water with the least  resistance was achieved  by  the longest  possible waterline  length.   Interesting, her running mate, Aurania, introduced in summer 1883, and designed  by  John Biles, totally  rejected  this formula being  far beamier but modelled very finely  below the  waterline in yachtlike fashion yet proved,  like yachts,  to  be  a "quick and snappy roller"  and distinctly  unpopular  among passengers, garnering at once  a preference  for  Servia.

The splendid builder's model  of Servia  at  the  Kensington Science Museum. Credit:  flickr Hugh Llewelyn

One of the earliest duties of the Board was the consideration of yet another scientific discovery. As iron had superseded wood for ships' hulls, so steel was about to supplant iron. A crucial investigation elucidated such facts as convinced the Directors that steel possessed greater strength than iron, combined with superior ductility; and that by its use an important saving would be effected in weight, as lighter scantling could be employed. So, when they came to realise speed to be an essential requirement of the expeditious spirit of the age, and projected building a ship of leviathan size and un paralleled power, steel was the material selected for her construction. 

History  of the Cunard Steamship Company, 1886.

In the Servia, he said, a notable instance was shown of how, as iron superseded wood, steel is superseding iron, and he well remembered the careful calculations into which he went with Mr. James Thomson, the designer as well as the constructor of the Servia, in regard to the advantages of steel, and also the crucial testing by scientific experiment of the article itself before he recommended its adoption to his partners. In addition to being stronger and more ductile than iron, it was of less weight as would be seen when he mentioned that the Servia, if built of iron, would have weighed 620 tons more than she did , and would have entailed the drawback of a corresponding increase in draught of water.

Cunard Chairman John Burns on the occasion of  Servia's launch, 1 March  1881.

If the  first Industrial Revolution was built of  iron, steel defined  the  second and a material of such demonstrable benefits of great  strength and relatively low weight compared  to iron,  that it transformed  shipbuilding  and the  economics  of shipping  almost  as  much  as  did  steam.  As with seemingly everything else, steel in passenger liner construction  was pioneered  on the  banks of  the  Clyde by the line that managed to introduce  more innovations than any  other… Allan… and built by William Denny, their Buenos  Ayrean entered service  in 1879. But she  was but 385 ft. by  42 ft. and  4,005  gross tons and the  decision to incorporate  the material in the entire  construction  (including her boilers)  in a ship the size of Servia was bold step indeed and the Cunarder's  greatest innovation.  In all, some 3,900 tons of Siemens mild steel went into Servia's construction with 300 tons of rivets alone. 

Messrs. Thomson, who had built the Gallia, many other first-class steamers in the Cunard fleet, proposed that the new vessel should have a speed of not less than 17 knots per hour, or nearly two knots in excess of that of the Gallia; that the dimensions should be 530 ft. in length by 52 ft. in breadth of beam, and 40 ft. 9 in. in moulded depth; and that she should be capable of carrying 5000 tons dead weight at a load draught of 26 ft. These dimensions were resolved upon after very great consideration on the part of the owners and builders. In the course of their anxious deliberations there arose the question as to the enormous strains to which such a long ship would be subject in actual service, a question which has been investigated by many eminent men, and more especially by the late Mr. Froude. In one of his many important scientific deliverances that gentleman said that "alike whether we enlarge a ship by increasing her three dimensions throughout in the same ratio, so as to enlarge her total displacement in the cube of that ratio, or whether we enlarge her by increasing her length alone, the ratio in which the structural weight should be increased is the fourth power of the ratio in which the dimension is enlarged. Hence an increase in the length should be followed by a proportionate increase in all the dimensions, or a much greater structural weight will be necessary to give sufficient strength."

This consideration determined the depth of the Servia, which is very much greater than that of any ship afloat except the Great Eastern; and the breadth and length were fixed by the requirements of the speed and weight carrying capacity of the vessel. Before the principal scantlings of the ship were fixed, the amount of strain which would be brought upon her if she were supported instantaneously by a wave of her own length was calculated and found to be that produced by a bending moment of 230,000 foot-tons. In the knowledge of that important fact it was decided that if the ship were built of iron the maximum stress on the material should not exceed 5 tons per square inch of section, and if of steel 61⁄2 tons per square inch-the question of iron or steel as the material of construction being then unsettled. Mr. John, in a paper read before the Institution of Naval Architects in the year 1874, showed that in ordinary merchant ships the general maximum strain ranged from 1.7 tons per inch in vessels of 100 tons, to 8.1 tons per inch in vessels of 3000 tons; and that in longer vessels it was still higher. Hence, in fixing the amount of strain as low as 5 and 65 tons in the respective materials, the owners intended rather to err on the safe side in respect of the strength of their new vessel. 

In deciding between iron and steel the owners, acting on the advice of the builders, who had already completed the first steamer built of "mild" steel on the Clyde, and being guided by the results of a series of carefully made experiments, decided to go in boldly for the new material of construction, as made by the Siemens process. Since such a bold step was taken in regard to the Servia, which was then only in embryo, this material has passed from the doubtful and experimental to the practical and successful stage; but all credit is due to Mr. John Burns, the Chairman of the Cunard Company, for his foresight in seeing that it was the proper material for the construction of such a gigantic ship.

Engineering, 7 April 1882.

Lloyd's Rules for scantlings are not framed so as to include such a large ship as the Servia, and, therefore, the builders had no help from them; but as the Cunard ships are not classed in any registry Messrs. Thomson had free scope to use their own judgment. As the ship has already crossed the Atlantic in the severest weather that has been experienced for some years back, without showing the slightest sign of weakness, it may fairly be concluded that she is a strong ship in every sense of the term. On that point we have the very best authority for saying that her condition was most critically investigated by a distinguished professional gentleman on a recent run, when she was driving through a storm at a great speed, and that only when he came over the engine space could he perceive as much vibration as would justify him in concluding that there were engines in her for her propulsion. 

No doubt the cellular construction of the double bottom, which it will be seen she is possessed of, has contributed its full share towards this result; but at the same time it may justly be concluded that the main element of strength lies in the great depth of the ship. The last-mentioned feature in the construction of the Servia also confers other incidental advantages upon her. The first of these is that it allows of two complete and well-ventilated decks being carried, each 8 ft. 6 in. in height, for passenger accommodation. Another is the great increase that it gives to the range of stability, at the same time that it diminishes the initial stability-thus making her both safe and steady. When fully laden, her metacentric height is 3 ft. 6 in. Her maximum righting moment is 59,000 foot-tons; when the deck edge begins to be immersed it is 32,050 foot-tons; and at 90 deg. it is 42,700 foot-tons; so that she has 30 per cent. more stability when on her beam ends than when her deck begins to be immersed; and it will thus be seen that it is practically impossible to capsize her. 

Still another benefit resulting from her  great  depth-- but which, on account of the limit to the draught of water on the bar  at New  York, cannot  be completely  taken advantage of-- is that  the ship could load  much  deeper  in the  water, and could, therefore carry more weight than if  she were  of ordinary depth. In fact, if she were to load down so that  she  had a freeboard  of  2 1.2 in. per foot of  depth of  hold, she would carry 10,000 tons of dead weight cargo. 

The reality  was  that  in practice, if not design, Servia  was intended not  to carry anywhere  near as much cargo  as   she could have.  This  reflected the prevailing depression of bulk cargo rates occasioned by  the  proliferation of the "tramp steamer" starting  in the mid 1870s  that made it uneconomic  for large, fast passenger  steamers to carry such cargoes and the  move to  the narrow "10:1" hull design  and enormous space  taken by  compound  engines  and the boilers  to feed them, significantly  reduce  potential cargo space at the onset.  Indeed, Servia  is  often credited as being the  first major true  express  liner, one dependent on the carriage  of passengers, saloon and immigrant, mails and high value but not low paying bulk  cargo.   This included specie and innovatively  for the time, refrigerated space for  the carriage  of meat exports from America to England. 

She is divided transversely by twelve water-tight bulkheads, eight of which extend to the main deck. These render her very safe from the effects of a collision, inasmuch as she could still float with any two of them damaged. On this account she is placed high on the Admiralty list for cruisers. But another qualification which will render her even more valuable as an auxiliary  in time of war with any other maritime nation is the  fact that she can carry such an enormous coal supply. If her holds be filled with coal and the stores necessary  for a warship, she would be able to steam 16,400 knots  at full speed, 27,300 knots at 14 knots per hour, 35,700 knots at 12 knots per hour; or she could safely carry coals to go "round the globe in eighty days." 

Engineering, 7 April 1882.

The coal bunkers are arranged round  the engines and boilers so  as to  afford  protection to  the  machinery against heavy guns, and  the vessel can be  got  ready at any  moment to receive her armament according to  the Admiralty arrangements.  

The Herald, 22 August 1881. 

Servia was one of the very  first newbuildings whose specifications and  construction reflected Admiralty  requirements for ships, operating under mail contracts, to  have provision for conversion into armed merchant cruisers  or fast transports during wartime.  These were  first  tested in 1878 when the conversion of  the British  Crown by  Harland &  Wolff into the A.M.C. H.M.S. Hecla and based on her  success, the Admiralty  set down  standards for  subdivision,  protection of  engine room spaces and boilers by  side bunkers,  duplicate  steering systems and re-enforced deck  mounts  for  potential armament and large bunker capacity.  In this,  Servia checked  all of  the  boxes  and in doing  so,  was made  a  much  stronger,  safer and serviceable ship in all respects.    

Significantly, too, Servia was the first ship  to feature watertight  doors that  could closed remotely: "Then again, in connexion with the water-tight bulkheads, special mention may at this stage be made of the arrangements which have been adopted for closing the water-tight doors which are in the bulkheads of the engine and boiler spaces, and which could not be got at in cases of emergency. They are all self-acting, and can be worked instantaneously from the upper or any other." (Engineering, 7 April 1882).

Servia's three-cylinder compound main machinery.  Credit:  Engineering.

Servia… was not designed as  a record breaker  but she was powerful and fast. 

The Power of the Great Liners.

Cunard's last record-breaking ship was Russia back in  1867 but even she  only managed to  claim the  eastbound  record  and  then the long  slump set in.  Cunard's first ship  with  compound  engines  was the  tiny 2,593-grt  Batavia  that had  not  even been built for  the  company.  A more substantive improvement, and  the highest powered Cunarder to date, Gallia of  1879, had a three-cylinder compound engine  developing 5,300 i.h.p. on trials but beamier than her sisters,  she was now  faster  at 15 knots. 

Servia, even if record  breaking  speed  was not  her  specification, represented  an enormous advance,  however and her three-cylinder (100-in., 72-in. and 100-in. dia.) was, at time of her introduction,  the most powerful marine engine in the  world, developing a maximum of 10,350 i.h.p. on trials giving a maximum speed of  17 knots whilst her service speed worked out  to about  16.5  knots  on average.  The size and weight of these massive compound engines was daunting  indeed  and Servia's tipped the scales at 1,800 tons.  Combined with  the space  taken  by her  boilers, it was little wonder that her  net  tonnage was 3,971 on a gross tonnage  of 7,391.  

Engine room cross section. Credit: Engineering. 

In an era of considerable experimentation with  the  arrangement of compound machinery, with  distinctly varied results, Cunard and Thompsons took no chances with Servia's  which  was arranged on proven and conventional principals:

Her three-cylinder compound  engine was arranged  on a more  conventional manner with  the  two 100 in bore L.P. cylinders being positioned eitherside of  the  single 72 in diameter HP  cylinder. Slide valves  regulated steam to  the L.P. cylinders, but  for  the H.P.  a piston valve was employed.

The  Power of  the  Great Liners.

Engine room and amidship  boiler  room layout.  Credit: Engineering.

Proceeding now  to treat of  the machinery for the propulsion of the  Servia, we should mention from the onset that her engines, equally  with ship herself, were constructed by  Messrs, James and George Thomson, at well-known Glasgow works, Clydebank Foundry, Finnieston-street, under the active inspection of Mr.  William Muir, an old and faithful servant of the Cunard  Company. 

The engines are of the three-cylinder direct-acting compound surface-condensing type, with one high-pressure cylinder 72 in. in diameter, and two low-pressure cylinders each 100 in. in diameter, the length of the piston stroke being 6 ft. 6 in. The space which the engines alone occupy extends to 42 ft. of the length of the vessel amidships. The high-pressure cylinder is fitted with piston valves, and the low-pressure cylinders are fitted with slide valves, with four ports, as shown in Figs. 10 and 11 on the two-page illustration which we publish this week. As may be seen by reference to these views, the surface condensers, two in number, are placed fore and aft, thus forming a large portion of the support of the cylinders. They can be worked either in combination or separately. The starting gear which is fitted to the engines was supplied by Messrs. Brown Brothers, Edinburgh, and is on their steam and hydraulic system. For effecting the necessary circulation of water in the boilers two of Messrs. J. and H. Gwynne's 20-in. "Invincible" pumps are used; and the  air pump and  feed pump are worked off a lever driven from the low pressure engine. To  the  feed pipe there is a fitted an air  extractor  on the plan patented by  Mr.  Archibald Thomson, superintendent engineer to the Union Steamship  Company. This appliance is of  great  use  in lessening the danger from corrosion in the  boilers. Some of  the  individual castings used  in the  construction of  the engines are of extraordinary  weight, reaching  even up to  60 tons of  more.  

Cross section of  forward boiler room. Credit:  Engineering. 

Steam is supplied to the engines from seven boilers, six of which are double-ended, with six furnaces in each, and one single-ended, with three furnaces, in all 39 furnaces 4 ft. 2 in. in diameter, by 6 ft. 9 in. in length, and having a total effective grate surface of 1050 square feet, while the total heating surface of the boilers amounts to 27,000 square feet. of an oval form, measuring 14 ft. 10 in. in width by 18 ft. high, and 18 ft. 3 in. in length, and, like the hull and decks of the ship, the boilers of the Servia are constructed of Siemens steel, supplied by the Steel Company of Scotland; and they are all fitted with Fox's corrugated flues, which are likewise constructed of mild steel. The boilers of the Servia are designed for supplying steam at a working pressure of 90 lb. per square inch. They occupy a space whose total length is about 70 ft., and the total weight of the engines and boilers is about 1800 tons. 

Engineering, 7 April 1882. 

Profile cutaway  of forward boiler room. Credit:  Engineering.

Servia  was considered a very economic steamer for  her day,  consuming about  190  tons of coal a day at 16 and a bit knots compared  the smaller but  swifter  Arizona (1881) of Guion which could burn  250 tons a day to put in the first crossings under seven days, something which Cunard accountants were not  prepared to expend. In the  end, the  two ships would undertake the  odd, informal "race"  between Queenstown and New York and the Cunarder put in some credible performances on these,  even flirting with an eastbound  record despite  Cunard's  "safety  first" policy which  kept their  steamers  on  a safer more  southerly  track that  added 125 nautical miles  to their run.  

Forward boiler  layout.  Credit: Engineering.

The Servia has already had three runs out to New York and home, but up to the present the weather has been amongst the most violent that has been known for many years, and hence she has not had a suitable opportunity for undergoing a thoroughly satisfactory test as to her speed. But as it is she is known to have done some good work, both on her official trials and out on the broad Atlantic. The mean of her runs on trial resulted in a development of 10,350 horse power with her  engines going at 53 revolutions per minute; and her three runs out to New York and home show a mean consumption of 190 tons of coal per 24 hours, which may be set down at something like 1.7 lb. of coal per horse power per hour. Then, again, as to her speed actually attained, which amounted to 17.85 knots per hour while she was running 'between the lights' on the Firth of Clyde, even after she had been five months in the water, and when her bottom was necessarily very much fouled; and we may also mention that on her second run home she covered a distance of 415 knots on one occasion in a 24-hour day. That voyage was accomplished in 7 days, 7 hours, and 41 minutes, and considering the fact that the route taken by the Cunard steamers is from 90 to 100 knots longer than that taken by any other lines of steamers, it is claimed that that run home is the fastest yet on record. When good spring or summer weather is vouchsafed to us we may expect that a keen rivalry will be set up between the Servia and the other magnificent Atlantic steamers lately fitted for sea, and that the place for the fastest ship between Liverpool and New York will be stoutly contested for. Till then we must nurse our patience and wait; still it ought in this connexion to be stated that the builders of the Servia are quite satisfied that she will yet prove herself to be a seven-day ship.

Engineering, 7 April 1882.

Engine room and aft boiler room cutaway.  Credit: Engineering.

The one achilles heel of the ship, was her originally  specified  wrought iron crankshaft which, in having a manufacturing flaw and discovered  on the eve  of  her trials, at least resulted in its replacement with  a far superior built-up  steel one, before an actual failure at sea, but it considerably delayed the  ship's handing over and she managed  to miss the late  summer and autumn  season entirely:

The crankshaft  of the  Servia was originally  formed of one single forge of wrought  iron, 25 in. indiameter, but as  a suspicious  flaw was developed in it  when the ship was almost  ready  for sea, it was determined-- through involving considerable loss of time and expenditure of money-- to substitute for it a built crankshaft in three pieces, and made of cast steel by Messrs. Vickers,  Sons, and Co., Sheffield. 

The propeller,  in  respect both of the boss and the blades (four  in number), is also constructed of Vicker's cast steel, and weighs 38 tons. It  is 24 ft. in diameter, with a pitch of 35 ft. 6 in.; and the  propeller shafting consists of  eight  separate forgings  of  a total length of  164 ft.,  the diameter being 22½ in. 

There are three masts on the vessel, and the Cunard Company have adhered to their special rig, believing it to be more ship-shape than the practice of fitting up masts according to the length of the ship . On these masts there will be a good spread of canvas to assist in propelling the vessel. 

The Marine Engineer and Naval Architect.

Servia  was traditionally  rigged  as three-masted barquentine, with topmasts and topgallants in one and three yards on the fore and mainmasts and the  topsail yards fitted with Cunningham's patent roller  self-reefing gear.  As depicted  in the many  contemporary  paintings and renderings of her  age, she looked  quite  magnificent indeed  under a  full  spread of canvas, an image of sail and steam that evoked the Victorian Liner. In reality, her sail rig was mainly  as a precaution, considered essential to single-screw  ships, against breakdown or loss of the  propeller, and no amount of sail, certainly  that in she  was fitted, could have propelled  her bulk to any real effect.  Indeed, by 1890 her mainmast lost its yards  and the foremast by 1896 and Servia  had no provision for sail  for the  rest  of her  career. 

Following  the innovation set by  Inman with City  of Berlin, Servia  was  one  of the  first liners  to  be  fitted with  electric light  on board although this was limited  public rooms and the engine  spaces and cabins contained to use oil lamps.

THE ELECTRIC LIGHT ON BOARD SHIP. The Cunard Company are fitting their steamship Servia with 98 electric lamps on Swan's principle. The lamps are to be disposed in the following manner: Engine room, 20; propeller shaft tunnels, 10; grand saloon, 50; music room, 8; ladies' boudoir, 6; smoking room, 4. The requisite current will be obtained from a Brush dynamo electric machine, which will be driven by a special engine.

The Electrical Journal.

The lamps are so constructed  that  in  the  event of any hitch  occurring they can be used  as ordinary oil lamps. The current is  generated by  Siemen's alternate  current machine, driven by  Brotherhood's three cylinder engine of 25  horse-power.

The Herald, 22 August 1881.

She is likewise fitted with no fewer than twelve lifeboats, each capable of carrying sixty persons, or 720 in all; and they are all furnished with Hill and Clarke's patent improved boat-lowering apparatus. 

Engineering, 7 April 1882.

R.M.S.  SERVIA

General Arrangement Plans

from:  Engineering, 8  April 1881

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

Side profile cutaway.

Upper  Deck.

Main Deck.

Lower Deck.

R.M.S.  SERVIA

Rigging and Modeller Plans by Harold Underhill

courtesy: Bob Fivehouse

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

Although Cunard  had  successfully catered to the steerage trade  after Inman, National  and Guion had pioneered the carriage  of  immigrants by trans-Atlantic steamer,  the top-end  saloon trade  remained the  line's bread and butter  although per passenger, it was  less  profitable owing  to the costs to maintain the level of  service the  company  were famed for. Here, Servia excelled and "her  accommodation  was  the most comfortable  afloat."(J.H.  Isherwood,  Sea Breezes).  As built  she  accommodated  some 480 First Class passengers  and about  730 steerage.  In 1885, anticipating  the introduction of  the  class  in the  new Umbria  and Etruria, an "intermediate" or as it  was later known, "second  cabin" was  introduced  with  berths for  about  200 occupying former First  Class cabins right  aft on  Lower Deck so  her  numbers  were 400 First,  200  intermediate and 500 steerage.  

The total number of state rooms in the ship is 167, most of which are adapted for carrying at least three passengers in each; so that at least 500 first-class passengers can with ease be accommodated on board of the Servia; and without any great strain the number might be increased to 640. Amongst the fittings provided in the state rooms there are a number of the newest appliances for the comfort of the passengers, including patent wirework mattresses and Broadfoot's patent lavatories. Many of the fittings throughout the state rooms, as also in the dining and other saloons, &c., are electro-plated. Each berth is provided with two life buoys, and pneumatic bells are laid on with great profusion all through that portion of the ship which is devoted to the saloon passengers, no state room being without one. We had almost omitted to mention that on the lower deck, directly underneath the main saloon, there is a spacious dining saloon, capable of seating 60 passengers, which is generally set apart for serving the meals to the servants travelling with cabin passengers.

Engineering, 7 April 1882.

The panellings of the  staterooms are  of maple,  with teak  columns  beautifully  polished. 

The Herald,  22 August 1881.

With three overall decks-- Upper, Main and Lower--  Servia's layout was conventional for liners  her  era. 

Upper Deck.

One real innovation on Upper  Deck,  though, was the deletion of  the familiar "turtleback" forward  and its replacement with a 100-ft. long,  full height  forecastle that contained seamen's mess  rooms and toilets/baths  for  steerage passengers who were  berthed two  decks below.   The rest of Upper  Deck had  the  traditional island deckhouses that  given the narrowness of  the hull were themselves very narrow, only  20-22 ft.  wide.  The first these, forward of  the  first  funnel, contained the  captain's, chief officer  and  second officer's cabins and were sited below  the bridge.  Between the  two funnels was the main galley with a further  pantry below on Main Deck.  

Servia alongside at Boston on 31 July 1896 showing her long  forecastle  and the lighthouses atop  it with power electric signalling  lights.  Credit: Stebbins photograph, Historic New England.com

Each funnel, with its air hatches, occupies 33 ft. in the length of the midship deck-house, and the space between the funnels is occupied by two galleys and a large donkey boiler.  The main or saloon galley, which measures 21 ft. in length by 15 ft. in width, is provided with a cooking range 4 ft. broad and running the whole length of the galley. This galley contains a great assortment of cooking appliances, all supplied and fitted, together with the oven and hot-plate appliances on the main deck, by Mr. Robert M'Vinnie, Glasgow. The forward galley, which is for the service of the emigrants and crew, also measures 21 ft. in length and is 10 ft. broad. In it there are the appliances for producing marine-aërated fresh water (one of them being a large "Normandy" still), for steaming potatoes, and for overtaking the other cuisine work connected with the physical wants of a great floating population amounting to some 1200 or 1500 individuals. From both galleys there are hoists to work to and from the receiving rooms on the main and lower decks, to the former of which there are convenient stairways. 

Engineering, 8 April 1882.

Servia's upper  decks with its vista of funnels,  cowls and  skylights (to the galley between the funnels).  Credit:  The Mariners' Museum.

Just  abaft the  second funnel, amidships,  was the First Class  staircase which accessed directly  the First  Class smoking  room and considered  an  innovation  in being able to access the  room via  the inside accommodation rather  than outside  on  deck.  Immediately  aft  were the  tops to Servia's enormous engines.  

Smoking Room layout.  Credit: Engineering. 

The smoking-room is a very large apartment  Its walls are decorated in linoleum-murals of a cream  colour, and the room has many handsome fittings and  conveniences, including tables finished with tops of  polished and richly-grained Mexican onyx, morocco sofas,  etc. 

Engineering, 7 April 1882.

Music Room and Ladies Parlour layout. Credit: Engineering. 

Still proceeding aft we next come to the ladies' boudoir and the music room. The former is an exceedingly handsome and comfortable apartment. Measuring 21 ft. in length by 14 ft.  in breadth, it is luxuriously fitted up with lamps and  settees upholstered in blue velvet, while the leading  feature in the decorations of the apartment is the use of  solid slabs of Mexican onyx for the panelling.  The ladies' boudoir may be entered on either  side from the upper deck. 

En suite with it there is  the music-room, about 44 ft. in length by 21 ft. in breadth,  which is a kind of gallery formed around the "daylight"  opening into the main dining saloon which is directly  underneath, the opening being guarded by a rich iron  balustrade, and having ample facility for displaying  potted plants and flowers as decorations. The walls of the music-room are also done the  in linoleum-murals, the foliage and floral ornamentation employed being exceedingly chaste, monochromatic throughout, and very light in tone, and the pilasters being the being Moorish in style. 

Engineering, 8 April 1882.

Servia's aft Boat Deck c. 1899 showing its full  width post 1884 and the skylight to the lower deck accommodation aft. Note how narrow she is!  Credit: Byron photo collection, Museum of the City of New York.

Again in a separate house was the First Class ladies drawing room, which could either be accessed from the deck or via  the adjoining music room.  This introduced  a new  arrangement  for  Atlantic liners being arranged around a  central well to the  dining saloon below and topped by skylights giving natural light  to it and the  saloon below.  This room was accessed via  the  main  First  Class staircase  to the dining  saloon and accommodation  on  Main  Deck.  All of Upper Deck had a broad promenade and open deck space aft and with  the  lifeboat carried over the deck on platforms even if the remainder of  the  promenade  deck was not covered  and would  be  so  in a major  refit  in  1894 which  decked over  the  Upper Deck houses to form a covered promenade and open deck space a new Boat Deck above.  A final feature of Upper Deck were two large skylights aft whichgave natural  light and air to the  accommodation  below on Main  Deck and via two open wells to that on Lower Deck.

A wonderful photo of Servia docking at Boston 31 July  1896 showing her narrow beam, lofty funnels,  rather extemporanious flying bridge and "lighthouse" on the forecastle. Credit: Nathaniel Stebbins photograph, Historic New England Stebbins.

Practically the Servia is a five-decker, as she is built with four decks and a promenade .

The promenade, which is reserved for the passengers, is very large and spacious. On the fore part of it are the steam steering gear and house, captain's room, and flying bridge . On the upper deck forward is the forecastle, with accommodation for the crew, and lavatories and bath rooms for steerage passengers, while aft are the light towers for signalling the Admiralty lights, with the look-out bridge on the top . Near to the midship house are the captain's and officers' sleeping cabins. Next to the engine skylight is the smoking-room, which can be entered from the deck or from the cabins below. It is unusually large for a smoking-room, being 30 ft. long by 22 ft. wide. Near the after-deck house is the ladies ' drawing - room , to which access can be obtained either from the music-room or from the deck. Abaft of this , and in the upper end of the upper deck, is the music-room, which is 50 ft. by 22 ft. in dimensions, and which is to be fitted up in a handsome manner with polished wood panellings. 

Immediately abaft of the music-room is the grand staircase, which leads to the main saloon and the cabins below on the main and lower decks . For the convenience of the passengers there are no fewer than four different entrances from the upper deck of the ship to the cabins. 

Beside being en suite with the ladies' boudoir, the room under consideration is also entered by two doors at the after end from the landing at the top of the grand staircase which affords the principal access to the main saloon. This staircase is certainly the largest ever fitted up in a passenger steamer.  At the bottom of it there are wall panellings executed  beautifully polished maple wood and Hungarian ash; and close by it a  handsome library well stored with modern standard works. Otherwise the walls of the grand staircase are done in massively embossed linoleum-murals. 

Engineering, 7 April 1882.

Main Deck

With an overhead of 8' 6", Servia's Main Deck was uncommonly lofty for its era and had seamen and firemen's accommodation right forward and 86  First Class cabins, all but ten being outside ones with a maxiumum of 344 berths. Slightly  aft of  amidships  were outside cabins for engineers and their mess, leading to pantries. 

Immediately forward of the main saloon just described there are two very extensive pantries, one on each side of the vessel, and between them there is a large open area, partly to facilitate the ministering to the wants of the first-class passengers. Further forward, and chiefly along the sides of the ship, there are conveniently arranged cabins for about a dozen engineers and officers, two mess-rooms for the same, water-closets, bath-rooms, barber's shop, etc. Thenceforward to within about 60 ft. of the stem of the ship there are fifty-eight additional state rooms for the first-class passengers; and the whole of the forward end of the vessel on the main deck is fitted up with accommodation for the firemen and seamen, numbering in all about 200.

Engineering, 7 April 1882.  

The centerpiece of Servia's public rooms was the  First  Class dining saloon which, as customary  for the day, served as a day lounge as  well between meals, and was situated aft as on Gallia.  Here, the new  generation of liners like City of Rome  and the later City  of New York and City  of Paris placed the main saloon forward or as on America, amidships, as did Cunard's Aurania. This large and impressive space, measuring  74 ft. long by  49 ft.  wide,  extended the width of the  ship albeit constrained slightly  by  the contour of the hull tapering aft and featured a central  dome in the  centre, another innovation, which carried  through  to  the  music room above and topped by skylights.  Although  open in the  centre, it was tranversed by  the deck  frames although  suitably and not unattractively  decorated.  It was, without question,  the most impressive public room yet seen on shipboard.  

The one illustration of  any  of Servia's public  rooms: the First Class dining saloon on the occasion of the  visit  by the Duke of  Edinburgh whilst in the  Clyde. Credit: The  Graphic,  10  September  1881.

Descending now by way of the grand staircase to the main deck, whose arrangements are illustrated with very full detail in Fig. 3, we find an immense amount of accommodation, which is of a very varied character. The space abaft of the grand saloon is almost exclusively occupied with a portion of the first-class passengers' accommodation, consisting of twenty-four state rooms, in blocks of four abreast across the ship. At the extreme after end of the ship on this deck accommodation is provided for the stewards, about 80 in number. As is the rule with all first-class trans-oceanic passenger ships, the grand saloon of the Servia forms a very special feature of her internal arrangements. Entered either at the after or forward ends, this saloon is at once seen to be a most spacious apartment, of even noble proportions, measuring 72 ft. in length by 50 ft. in width, and capable of affording dining accommodation to about 350 persons at one time. The height of the saloon is generally about 8 ft. 6 in., but in the centre there is the large oblong opening formerly spoken of when describing the music-room above it. This opening is provided for the purpose of giving an abundance of light and ventilation, and the total height to the top of the skylight by which it is surmounted is about 17 ft. 

The floor of the saloon is formed of polished teak, and has handsome carpet runners. All the chairs are of the revolving kind, and are made of bird's-eye maple richly carved. Much elegance and artistic taste have been displayed in the decorations of this splendid apartment. The panelling of the walls is done in maple and other fancy woods, and the classical figures and natural-history subjects which are introduced into the separate panels by Mr. T. C. Bowie, Glasgow, are done by a new process of chromatic staining, which produces rich and striking effects, in imitation of inlaid work. The panels themselves are relieved by styles, surrounded above by richly carved and gilt mouldings, which arch downwards and terminate on rich foliated and scrolled capitals, themselves resting upon handsome fluted columns, relieved with gold. Around the opening covered in by the skylight already referred to there is likewise some very chaste decoration, the tone of which is generally very subdued, and the same is also true of the other decorations of the saloon, while the upholstering is executed in morocco leather. Of course wall mirrors are a prominent feature of the saloon.

Immediately forward of the main saloon just described there are two very extensive pantries, one on each side of the vessel, and between them there is a large open area, partly to facilitate the ministering to the wants of the first-class passengers. Further forward, and chiefly along the sides of the ship, there are conveniently arranged cabins for about a dozen engineers and officers, two mess-rooms for the same, water-closets, bath-rooms, barber's shop, etc. Thenceforward to within about 60 ft. of the stem of the ship there are fifty-eight additional state rooms for the first-class passengers; and the whole of the forward end of the vessel on the main deck is fitted up with accommodation for the firemen and seamen, numbering in all about 200.

Engineering, 8 April 1882.

Plan of  the First Class saloon.  Credit:  Engineering. 

Lower Deck

Lower Deck, so-named back in the  day  before  bland  alphabet hierarchies  and contrived euphemisms,  was  just  that but  managed to combine  some of Servia's best  First Class staterooms (82 with a maximum of 328 berths with  oldtime steerage quarters with  large  open dormitories (with a total of  730 berths) and communal dining areas amidst  them.

We now descend to the lower deck. Beginning at the fore end of the ship, and proceeding aft as far as the forward stokehole, there is accommodation for 730 emigrants. The space which is available for them is divided by an iron bulkhead into two separate compartments, which are entered by separate stairways, and are thus available for division into male and female quarters. Thence to the stern of the vessel, on the same deck, the space in the sides of the ship is entirely devoted to the accommodation for the saloon passengers. Abreast of the boiler and engineroom casings may be seen thirty-eight state rooms (nineteen on each side) of great size, each measuring 10 ft. by 6 ft. 6 in.; and abaft of the engine-room bulkhead there are forty-five additional state rooms, similar to those on the main deck, fourteen of them being so arranged that two or more of them can be placed en suite, and the separate berths having large beds,

Engineering, 8 April 1882.

The lower deck is largely devoted to steerage  passengers, accommodation being provided  for  about  500  individuals of  this class. This  part  of the ship is fitted with Dewar's patent portable berths  instead  of  the ones  usually  used, and by this means additional  comfort  had  been obtained  for  the passengers,  while  the  ventilation will be materially improved.  

The Herald, 22 August 1881.

Underneath the lower deck the space is portioned off for cargo holds and coal bunkers, and for the boilers, machinery, and stores for the ship's use. There are four separate holds, which are worked by five steam winches of Messrs. Muir and Caldwell's make. Reference has been made in an incidental way to the fact that the Servia is constructed on the double-bottom and longitudinal bracket system; and it may here be mentioned that the depth of the double-bottom space is 4 ft. 8 in., and that the space itself is sufficient for carrying 800 tons of water ballast, without including the space under the engines, which is not made use of for water ballasting purposes. There are ten compartments in that space, as shown in Fig. 9, and one of them is 60 ft. long. The space in question is not included in the official measurements made on behalf of the Board of Trade, and in consequence no harbour or lighthouse dues have to be paid on account of it. The only use which is made of the water ballast is the trimming of the ship so as to keep her on even keel, and bring her into proper condition for crossing the bars at the two termini of her ocean voyage-Liverpool and New York.

Engineering, 8 April 1882.

When the writer first boarded her in the Mersey in 1883, she was regarded as the " crack " liner in the Atlantic Ocean service. She was also then the largest and most powerful steamship afloat, with the exception of the unfortunate Great Eastern.

She was also the first Cunarder to be built of steel instead of iron and the first to receive an electric installation.

The Great Atlantic Ferry: The Rise of the Cunard Line and the Transformation of Ocean Travel (1840–1902), Business Illustrated, December 1902.

Her performance has given the fullest satisfaction to her owners, and confirmed incontrovertibly the wisdom of contracting for vessels of her size. The fastest passage of this ship was made in December, 1884, when she steamed from New York to Queenstown in 7 days 1 hour 38 minutes.

History  of the Cunard Steamship Company, 1886.

Servia had as her  heyday the 1880s, a decade that  saw trans-Atlantic trade ebb and flow with  ever changing  economic  conditions  in America that the immigrant  trade  revolved  around, yet was sufficient  in promise  and result to  have spurred  a new era of competition  vying  that had as  its  early  product, Servia herself.  Such was  the pace of this now ceaseless development in  passenger ships--their size,  engineering,  capacity and luxuries--  that by mid decade  Servia and Aurania were supplanted by  the new Umbria  and  Etruria, as Cunard again vied for recordbreaking for  the first time since Russia in 1867, but together they  made up  a worthy and popular quartet and the last single-screw  ships to maintain the weekly express mail service for the  Company. 

Always more favoured than Aurania if by virtue of  her  seaboat qualities alone,  Servia was one of the most  popular and profitable ships not only  of  the Cunard  fleet but on the  Atlantic Ferry, garnering  her fair share of the names in her passenger lists  that defined  The  Gilded Age: D'Oyly Carte,  Lord and Lady  Randolph Churchill, Andrew Carnegie, W.W. Astor, John Jacob Astor, Cornelius  Vanderbilt,  A.J. Drexel, Alexander Graham Bell,  Sir Charles Wolseley, Sir Edward Guiness, Bram Stoker, H.M. Queen Kapiolani and Lillie Langtry. Overshadowed even when new by  Guion's recordbreaking Alaska and  Inman's City of Rome,   Servia notched up an enviable reputation, too,  for her  regularity and reliability-- the very virtues that defined a Cunarder and Atlantic Ferry for the last  185 years.    

Here, at  the onset of  Servia's career, it  should be noted that she  came on line, as did Burns'  entire  newbuilding programme, at a time of  general depression in  the  Atlantic trade, both cargo  and passenger, and this persisted, in varying degrees, from 1800-1900, or precisely  the  lifespan of the  ship. Moreover, having entered the immigrant trade  in 1870, Cunard, like all of the  lines, were  now  largely  dependent  on what was, in fact, a highly volatile one  in terms of traffic which  ebbed  and flowed with  the  state  of  the American economy which was  especially  fraught  from 1880-1886,  and  the immigrant trade  depressed  from  1883-86 and 1892-97.  Even with the  rigours of  the  trans-Atlantic  trade, Servia remain  one of the most  profitable units  of  the  Cunard fleet in the  1880s, indeed  the most profitable in 1884 (average profit of £5,570 per voyage), second in 1885 (to the  new Etruria,  with a  £5595 average  per  voyage) and fourth place in 1886 (£3462 per voyage). 

It could also be argued, as Francis E. Hyde did  in  his  business history  of  the line, Cunard and  the  North  Atlantic, 1840-1973, that Burn's reading of  the Atlantic trade, that  formed the basis  for his expansionist programme, was, in fact, wrong but  only  hindsight is infallable and it  can be also countered that  had Cunard  not responded  to  potent competition in the early 1880s  with ships like Servia and Aurania,  it might  fallen so far behind as to have never caught up.  Servia  and Aurania  were the linchpins that carried  the line  through the lean years and set the foundations for better  times.

So it was that Servia entered the most  competitive and  challenging  steamship  route  in the world:  The Atlantic Ferry and embarking on a career that  reflected  its vagaries of  both  seas  and weather  as well as trade  and  traffic, proving to be a true Cunarder, thrived on it.   

1881

Servia's  completion and  replacement of a dodgy  crankshaft  proved the  most trying aspect of what would prove an exemplary twenty-plus  year career that seemed a counterpoint to a difficult  beginning.  At the end of 1881, Servia  was  made right and ready  to begin  her life as the quintessential Atlantic Ferry. 

Capt. Theodore  Cook. Credit: Glenvick-Gjonvik Archives.

Servia  was commissioned with principal officers comprising: Captain Theodore  Cook, ex-Gallia and Russia; Chief Officer Jackson, Chief Engineer John Watson, Purser Jackson, Chief  Steward Louis Affolter,  and Surgeon Reginald Stockler. 

The largest vessel afloat--except the Great Eastern--left Liverpool on Saturday, on her first trip across the pond," in time to catch the worst of the gale. If the Servia comes out of the ordeal as well as it is believed she will, the Cunard Company may be congratulated on possessing the finest vessel in the world." On her trial trip the other day,  the Servia, ' walked over' the measured mile, with 2500 tons of dead weight on board added to her own weight of 10,000 tons, at the remarkable rate of twenty and a half miles an hour.

The Courier and Argus,  1 December  1881.

Embarking  her saloon passengers by tender off Prince's Landing Stage at 11:00 a.m. on 26 November 1881 Servia (Capt. Theodore Cook) departed that afternoon on her maiden voyage.  Again, the  weather  was against her  from the onset and  she  was two hours late arriving  at  Queenstown the following  day at 4:15 p.m. and "unable  to proceed owing to the severity of  the weather." (Liverpool Mercury).  It  was not until 10:00 a.m. on the 28th  that Servia  was  able to clear for New York with 171  saloon passengers among the  total of 326 aboard.  In what The New  York Times (9  December) characterised as "after a remarkably short voyage" of 9 days  12 hours," Servia  made New York on at 10:00 p.m. on 7  December  after weathering the worst of  "W.N.A." (Winter North Atlantic):

During the first few days of the voyage the weather was quite severe. On the 29th and 30th the storm was very violent, and the sea ran to a great height. Furious squalls struck the steamer without producing any effect upon her. On the 30th the seas were very high and the squalls were terrific. From the 1st to the 4th inst. the gale blew steadily from the westward, and heavy seas constantly opposed the steamer. She behaved admirably, shipping but little water. One of the life-boats was smashed by a heavy sea, but no other damage was caused by the storm. The officers pronounce themselves as entirely satisfied with the fine behavior of the Servia, which, they predict, will develop a very high rate of speed, and will also prove an excellent sea boat. The engines, although new, worked perfectly, and were not stopped once during the entire voyage. This is unusual with new vessels. The qualities of the Servia are very highly spoken of by the passengers.

The New York Times, 9  December 1881.

The new Cunard steamship Servia, which arrived from Liverpool at Sandy Hook on Wednesday night. and at her pier yesterday, bore scarcely any evidences of her battling with furious, hurricanes and terrific seas for nine and a half days. Leaving Liverpool on November 26, and Queenstown two days later, she encountered violent relief weather after after passing Fastnet, and found no relief until Newfoundland, until crossing the Banks.   Captain Theodore Cook, the commander, who was formerly in command of the Russia, and more recently the Gallia, said that the weather was the most severe he had ever experienced, but the ship had bulleted the boisterous elements successfully and he arrived without any damage to vessel or people on board. The engines had worked perfectly, and not a stop had been made alter leaving Queenstown until the vessel took a pilot off Sandy Hook. Captain Cook said: 'She is an excellent sea boat, has had one of the severest tests she will probably be ever called upon to meet, and both officers and passengers are enthusiastic over her performance.'

New York  Tribune, 9  December 1881.

Servia recorded daily run across of 325, 265, 202, 233, 290, 226, 270, 386, 406 and 388 nautical  miles, reflecting the severity of the weather  at the onset of the passage, and her promise when conditions improved, with a  capital day's run of 406  miles made on 6  December 1881.  "When the  Servia took on board  the pilot off Sandy  Hook her officers  learned that  a steam-ship  which  left Liverpool four  days  before the Servia had  passed the  Hook  only  one day  in advance of  the new  vessel." (New York Times, 9 December  1881).

Lest  one forgets how  much ships  like she meant  to  the public  at large,  especially in the place  of  their  birth, is  this  complete report  of Servia's maiden  voyage published  in the  Glasgow Daily  Mail of 10  December  1881:

The new Cunard steamer Servia arrived  at Sandy  Hook  at 10 o'clock last night. The voyage  from Queenstown was about  nine days and twelve hours.  She  brings 326  passengers. Her officers say that  her performance at sea was eminently  satisfactory. She  is a splendid sea boat. Her  engines  are simply  perfect,  and  never stopped during the  voyage. The Servia  encountered very  severe  weather,  with  heavy  gales and terrific seas. She, however, received  no damage  whatever. Her best  day's performance was 406 miles,  her  slowest  215. The  officers and passengers speak  with enthusiasm about  her  behaviour. The Daily  News correspondent  telegraphs-- Considering that the Servia  came  after  the most terrific hurricane ever  known  on the  Atlantic, her voyage  is considered  very  remarkable.  The vessel is entirely  without damage,  and is pronounced an excellent seaboat by the officers  and passengers. The best day's run was on Tuesday,  when she  made 406  miles. The  slowest was last Saturday, 215 miles. She encountered hurricane  weather after passing the  Fastnet,  and furious squalls, gales, and violent seas continued  until last Monday. When  off  the  banks  of Newfoundland  the weather  began to moderate. The following  is  a transcript of  the  log: Nov.  29th--  strong gale, high seas, 267 miles. 30th--  Heavy gale, high seas, furious  squalls, 216 miles. Dec. 1st--  Fresh gales, high seas, heavy squalls,  220 miles. 2nd-- same weather  as  1st, 286 miles. 3rd-- violent gale, high seas, heavy squalls, 215 miles. 4th--Squally,  high seas, 270 miles. 5th-- Moderating. 380 miles. 6th-- 406 miles. 7th-- 386 miles.  The  working  of  the  engines and  the behaviour  of the  vessel are pronounced eminently satisfactory. 

Glasgow Daily Mail, 10  December 1881.

Credit: New York Times, 13 December 1881.

The veritable toast of the town, Servia was thrown open to public inspection on the afternoon of  12 December 1881 alongside Pier 40, North River:  "Thousands of people thronged the saloons, decks, and bridges of the new vessel for several hours. Crowds of private carriages covered the space between the pier and West-street. The Servia, which has already been fully described in The Times was highly praised by the visitors. Among those present were Mayor elect Seth Low, of Brooklyn; A.A. Low, Emigration Commissioner Huribut, Pilot Commissioner Thompson, Mr. Hurst, the Manager of the National Line, and nearly all of the steam ship men of New York. It is estimated that some ten thousand people visited the steamship. Music was furnished by Gilmore's Band. (New York Times, 13 December 1881.)

Less of  a New York welcome was afforded Capt.  Cook who was arrested on  12 December 1881, charged with  "casting  old bedding overboard into the Bay  on  the arrival of that vessel  last Thursday  evening. The accused  was brought before Judge  Church, at Fort  Hamilton, who adjourned  the  case  until this  morning at 11:30 o'clock." (New York Times, 13 December).  Cunard posted bond to permit  Capt.  Cook to resume  command of  his ship. 

With 218 saloon and 117 steerage  passengers  aboard, Servia  departed  New  York at 1:00 p.m. on 15 December 1881 on the return portion of  her  maiden voyage. Servia passed Crookhaven, County Cork,  at 5:00 p.m. on the  23rd and arrived off Queenstown at 8:00 p.m. but  it was too rough to get  in there and proceeding direct to Liverpool, she arrived  there at 1:00 p.m. on  Christmas Eve, her 248 bags of mail delivered to  the post office at 6:30 p.m.  

In 1881,  Servia  completed 1 westbound crossing and 1  eastbound crossing. 

Rare early photo of  Servia in the  Mersey. Credit: The  Mariners' Museum.

1882

New Years Eve saw Servia  clear Liverpool on her second  voyage to  New York and arriving at Queenstown at 11:35  a.m. on New  Years Day, she resumed passage at 3:30 p.m.. Reaching New York at  2:00 p.m. on 10  January 1882,  among those landing was R. D'Oyly  Carte who told a reporter from The New York Tribune that "he  had a very  fair voyage  with the  exception of four or five days in which the steamship encountered head winds and high seas." 

Departing  New  York at  4:00  p.m. on 18 January 1882, Servia went out with 178 saloon and 66 steerage passengers.  With her  engines run in, Servia cranked out an excellent run across and got  into Queenstown at 6:00 a.m. on the 26th, logging 7 days 7 hours  41 mins. from Sandy Hook to Daunt's Rock. Cunard claimed  this was "shortest  time on the  record," whilst also pointing that "the  Cunard's Company's route is 90 miles longer than  those taken by  other lines."  The New York Times quoted somewhat different times: "The Cunard steamship Servia, Capt. Cook, arrived at Queenstown yesterday, after a passage of 7 days 8 hours and 13 minutes from New-York. She sailed Jan. 18, passing Sandy Hook at 5:25 p.m., and arrived off the Fastnet at 2 a.m., and at Queenstown at 6 a.m. yesterday. Time to the Fastnet, 7 days 4 hours and 13 minutes."

The Liverpool Daily  Post of  27  January 1882 published a  complete log  of  the what  it  called "The  Fastest Atlantic  Passage  on Record":

The Cunard Company yesterday received information from their agent at Queenstownaunouncing the arrival there of their new steamer the Servia, having achieved the feat of making the fastest trip across the Atlantic yet accomplished. The particulars of the trip are as follows: January 18th, 3.35 p.m., passed Castle Garden. at 5.5 p.m. passed Sandy Hook, wind variable breeze: 19th, moderate breeze. distance run 405 miles: 20th, northerly breeze, 372 miles: 21st. wind easterly, moderate, 380 miles: 22nd, easterly, light winds, 300 miles; 23rd, southerly, fresh. distance 392 miles: 24th, south westerly wind, 402 miles: 25th, south-breeze, 392 miles: 26th, southwest, 302 miles to Queenstown: 2.15 a.m., ship's time, passed Fastnet: 5.42 arrived at Queenstown. The apparent time of the passage is 7 days 12 hours 39 minutes; and the actual time of the passage from Sandy Hook 7 days 7 hours 41 minutes, This is by several minutes the shortest passage on record, notwithstanding that the Cunard route is by 90 miles longer than that taken by most of the other lines. It will also be seen that on several days the Servia had easterly winds.

Liverpool Daily  Post, 27 January 1882.

John Elder & Co., builders  of Guion Line's Alaska and Arizona, were having none of it  and  wrote a letter to The Herald, putting the  record right:

We observe in your paper of this a paragraph stating that the shortest passage ou record has been made by the Cunard Company's steamer Servia, which arrived yesterday at Queenstown from New York in 7 days7 hours 41 minutes. This statement is incorrect, as the Arizona, built three years ago, has made several trips in less  time, and you have only to refer to your own issue of 6  October last to find two of these recorded as follows: "Rapid passage of the Clyde-built steamer Arizona.  The steamship Arizona of the Guion Line, arrived at Queenstown yesterday in 7 days 7 hours and 36 minutes from New York.  Her time on the outward passage was 7 days 6 hours and 9 minutes."—We are, etc, John Elder & Co.. 

The Herald, 30 January 1882.

There ensued  a remarkable  battle waged in the  newspapers between the respective builders of Servia  and Arizona, a dispute which  notably Cunard and Guion demurred from. 

We note Messrs. John Elder & Company's letter in your impression to-day, in which they state that the Cunard Company's announcement of the Servia's latest voyage being the fastest on record is incorrect. We beg to differ from Messrs. Elder. The fastest run of the Arizona, taken from the published passenger list issued by Mr Guion, the owner of this vessel, is 7 days 7 hours 48 min., against the Servia's time, 7 days 7 hours 41 min. but, apart from this, Messrs. Elder ignore the fact that the distance traversed by the Cunard Atlantic steamers, owing to their route being much to the south of the other lines, for purposes of safety, is at least 90 miles mere than those lines, thus making about 54 hours in favour of the Servia from this cause.

But, still again, Messrs. Elder have in this case brought forward the fastest summer passage of their vessel against a winter passage of the Servia. We are, etc. James & George Thomson. 

The Herald, 31 January 1882.

A dispute has arisen as to whether the Servia or the Arizona has made the quickest passage between Queenstown and New York. Messrs Elder & Co. claim for the Arizona that she did the passage in 7 days 6  hours  9 mins. and Messrs J. & .G. Thomson say that Mr. Guion gave the time as 7 days 7 hours 48 minutes, while the time taken by the Servia was 7 days 7 hours 41 minutes. It is pointed out, too, that the Cunard Line of steamers go further south than others, which adds 90 miles to their trip and that in time noted above it was a summer passage of the Arizona and a winter passage of the Servia.

The Greenock Telegraph and Clyde Shipping Gazette, 1 February 1882.

Fairfield Works, Govan, February 1, 1882. 

Sir:We observe in your Tuesday's impression a letter from Messrs James & George Thomson disputing the accuracy of the figures given as the passages of the Arizona. We took these from your paper of 6th October last, and they are in accordance with the reports we possess. We are quite willing, however, to take the figures for the Arizona as quoted by Messrs Thomson, and call her fastest passage 7 days 7 hours and 48 minutes, but then, on the other hand, we challenge the time given for the Servia, which, instead of 7 days 7 hours and 41 minutes, turns out really to have been 7 days 8 hours and 13 minutes, and we give as our authority the log book of the ship herself, as published in the Liverpool Journal of Commerce of 27th ult., showing an apparent time of 7 days 12 hours and 37 minutes, from which 4 hours and 24 minutes fall to be deducted for difference of time the between New York and Queenstown, leaving true time 7 days 8 hours and 13 minutes. Moors Thomson have evidently made the mistake of deducting 4 hours 56 minutes, the difference of time between New York and Greenwich, but as the vessel did not go to Greenwich, but to Queenstown, the true difference between New York and Queenstown must be taken--viz., 4 hours and 24 minutes. The Servia has consequently not made the fastest passage Arizona across With regard to the remark the Atlantic, and has still to beat the made about winter and summer passages, we have to point out that while the Servia had all the advantages suggested by the barometer, having been the highest fastest: known for half-a-century, the Arizona's trips out and home were made during the period of the equinoctial gales.We are, etc, James Elder& Co.

The Herald, 2 February 1882.

When  it was all  done and dusted, Servia's eastbound crossing was indeed accomplished in the impressive,  but not record breaking, time of 7 days 8 hours 13 mins. It was the first time since Russia  of 1867 that the very concept of  a Cunard  recordbreaker  had been mentioned let alone a ship in the fleet that  might "have  a go" at a record run something which was at odds wth the Cunard ethos of demurring  from such fleeting fancies. In the end, Servia never again challenged for the  title nor  had  the  ability to  really do so and accomplished  the rest of her long career reliably and  record-free.  

Impervious or  oblivious to such controversies, Servia  went about her business, departing  Liverpool on 11 February 1882 with "on board an unusually numerous companyof passengers for this  season of the year," (Liverpool Daily  Post, 13 February), including the  His Excellency  Baron de Schaeffer, the newly appointed Austro-Hungarian  Ambassador to the United States,  U.S. Senator E. Allen and the champion billiards player George F. Slosson. Calling the next day  at Queenstown at 7:15 a.m.,  Servia  proceeded to New York at 6:00 p.m. where  she arrived the evening of  the 20th.   Servia's subsequent docking the following morning at Pier 48 North  River resulted in a tragic accident  that  claimed the life of  Cunard's New York  Superintendent,  Mr.  Gilbert V. Story, as reported in the  New York Times, 25 February:

Mr. Gilbert V. Story, the Superintendent of the Cunard Steam-ship wharf, who had both legs broken and was otherwise injured while the steamship Servia was being docked on Tuesday last at Pier No. 48. North River, died yesterday in the New- York Hospital.

The accident which resulted in Mr. Story's death was a peculiar one. The huge steam-ship had been warped into the slip, sufficient space being left between the side the wharf for a coal-laden canal-boat to come alongside. The gang-plank, about 100 feet long and weighing nearly two tons, was hoisted on board the steam-ship and one end rested in the gangway and the other on the wharf. Several the persons had gone aboard the Servia to greet incoming passengers when the vessel breasted away from the wharf and the upper end of the gangplank threatened to drop into the water. Mr. 

Story, who was standing near the centre of the gangplank at the time, ordered a rope sling to be fastened to the upper end of the gang plank to the end it in the position. As the steam-ship drew away support of gang-plank slipped out of the gangway, and almost its entire weight rested on the sling, which parted. The gang-plank fell, and Mr. Story was thrown nearly 40 feet in the air. He fell on the gangplank, breaking both his legs and otherwise had been injuring him. He lived in Jersey City, the for several years in the employ of Cunard Company. Superintendent West, the General Transatlantic Company, was killed in a similar manner about four years ago.

New York Times, 25 February 1882.

Servia departed New York at 2:30 p.m. on 1 March 1882 with 231 saloon passengers and $250,000 in specie.  Arriving  off Queenstown at  10:00 a.m. on the 9th, in a strong  south-west gale that was sufficient to make it impossible for tenders to  get alongside her  to take off her mails and passengers, Servia  proceeded directly to Liverpool.

Missing a trip for drydocking, Servia was dressed overall as she lay  in the Mersey off  Rock  Ferry on 27  April 1882 in celebration of the royal wedding of Leopold,  the Duke  of Albany, eighth child of Queen Victory, and  Prince Helen.

When Servia departed Liverpool on 28 April 1882, with 442 saloon passengers, it was "the largest number of passengers  that has ever been carried  in the saloon of any  Atlantic steamer. There were also a large number  of  steerage passengers on board."(The Herald, 1 May). Calling at Queenstown the next day, she resumed passage to New York at 3:55 p.m.. Yet, on arrival there on the 8th, the New York Times reported her having 348 saloon passengers aboard, including the  American ambassador to Egypt and his wife, and the Earl of Hopetoun. 

Leaving New  York 17 May 1882, Servia  she again claimed a passenger record, leaving with "the largest list of  saloon passengers-- about 450-- ever leaving this port on a single steamship." (New York  Tribune, 17 May). It was a glittering Gilded Age list,  too, including Lord and Lady Randolph Churchill, publisher J.W. Lippincott and  family; Andrew  Carnegie and  family; and John  Jacob  Astor, as well as £740,000 in gold coins. Servia passed the  Fastnet at 7:00 p.m. on the  25th and arrived at Liverpool the next  day. 

Credit: New York Tribune, 13 June 1882.

From Liverpool on 3 June 1882 and Queenstown the following day (calling there 4:30 a.m.-4:00 pm.), with 325  saloon and 380 steerage aboard, Servia had a good passage across but managed to run aground on arrival off Sandy Hook  for  six  hours on the  12th as reported  by the New York Tribune:

The steamship Servia, of the Cunard Line, was aground nearly six hours yesterday on the Southwest spit, near Sandy Hook. She left Liverpool on June 4, and had made a good passage, suffering only a slight delay on Sunday night because of a tog which compelled her to slacken speed. Shortly before 8 a.m. yesterday she reached Sandy Hook, and though the tide had been running out for three hours she attempted to come up to the Quarantine, so as to be in her dock by 9:30 a.m. She was in the hands of an grounded experienced pilot, her captain says,  and though three tugs worked at her for a long time, they were unable to pull her off. She was compelled to wait until the tide turned. and was not floated off until after 2 o'clock. Meanwhile the customs officers went on board and took the declarations of the passengers  as to save them as much time as possible.

Vernon H. Brown, the agent of the Cunard Line, was greatly concerned about the mishap, slight as it was, and offered to send a steamboat to take off the steerage passengers and their baggage, in order to lighten the ship, but it was finally determined to wait for the incoming tide. At 5 o'clock the Servia was swinging into her dock, without having suffered the slightest damage, and with her passengers-325 cabin and 350 steerage--in the best of humor. Those to whom the delay had brought the greatest discontort were the friends of passengers, who waited for hours on the pier at the foot of Watts st.

After the Servia had reached her dock a Tribune reporter  inquired of Captain Cook the cause of the reporter grounding.

We went aground in the shallowest in the harbor." he said; "it was not on the place Spit and no one is to blame. We were simply a little too late on the tide. Several deep ships have taken the ground there before." 

How much were you drawing, Captain ? 

'Twenty-four feet'

Were you in the channel ? 

'We were. We got on the nose between 8 and 9 o'clock and off again at about 2. That's all that I can tell you about it.' 

Did any harm come to your vessel ? Not the slightest.

Who was your pilot ?

'I don't remember his name; but he was a good man. I have had him before and will have him again. No blame attaches to him." Then fault was not with you or the pilot, but with the harbor ?" That's it, precisely, There wasn't water enough, or we wouldn't have gone aground.'

Most of these answers were accompanied by a merry twinkle in the captain's eyes and a knowing wink. They did not meet the objections of wise seafaring men, who said that if the ship had kept within the channel she might have drawn ten feet more of water and not grounded after she had crossed the bar. Said one of them: 'The Servia is the largest ship that comes into this port; she is of 8,500 tons gross measurement. Like all of these very big ships, she is unwieldy, and because of this she got on the nose of the channel.'

New York Tribune, 13 June 1882.

The steam-ship Servia, of the Cunard Line, ran ashore near the South-west Spit yesterday morning and remained fast for several hours. The Servia crossed Sandy Hook bar without delay of difficulty, and proceeded toward the Narrows under the charge of a pilot. Shortly after 5 o'oclock, while the passengers were below at breakfast and Capt. Cook was in his cabin, the steamer, in rounding the buoy near South-west Spit, grounded on soft, sandy bottom. The passengers felt a slight shock, but it was not sufficient to alarm them, though the Servia wobbled somewhat as her keel was making a bed for itself in the sand.Several futile attempts were made to back off into deep water, and two small tug-boats were only able to swing the Servia's head around a little. At about 1 o'clock. the tide having risen, the steamer was floated and came up to her dock. Her officers do not think that she sustained any injuries. She had 330 cabin passengers and 390 immigrants.

New York Times, 13  June 1882.

Among Servia's passengers were Alexander Graham Bell, his  wife  and two children.

Getting into her stride as Cunard's flagship and crack mailship, Servia continued  to set  records in carryings.  Upon departure  from New York at 11:00 a.m.  on 21  June 1882, her 453 saloon passengers was the largest yet  to embark in a single vessel in that class from  the port,  besting her last trip  by a dozen passengers, as well as 121  steerage. Among those aboard was actor Lawrence Barrett,  and Mrs. Barrett.  She also went out with $1.25 mn. in specie and had the transhipped New Zealand mails for  home.  Getting into Queenstown in the small hours of the 29th, Servia cleared for Liverpool at 3:40 a.m. where  she arrived late that same day. 

The day Servia was to sail to New  York, John Jones was arrested,  charged with  stealing two ox tongues  from Servia's larder, and on admitting the theft,  was  ordered to pay  40 s. or  be  imprisoned for one month.

Embarking her saloon passengers  off the Landing Stage at 12:30  p.m. on 8 July 1882, Servia cleared the Mersey  that afternoon to  make Queenstown  at 4:45 a.m., continuing  to New York  at 4:00 p.m. where she arrived at midnight on  the  16th, docking that  morning.  She had put in capital passage across, logging 7 days 7  hours 40 mins. actual time, and it was reckoned the fastest westbound  run save that of Guion's Alaska.  "The Servia came by the extreme southerly course. in order to avoid the ice, and met with westerly winds during the entire voyage. At noon on the 11th she completed a day's run of 411 knots: at noon on the 15th of 404 knots, and at noon on the 16th of 408 knots. But for the stormy weather which prevailed between the 11th and the 15th the Servia's passage would have been accomplished in several hours' less time than it was." (New York Times, 18 July  1882).   She landed 261 immigrants, among the total of 2,412 who arrived  for  entry at Castle Garden that day.

Clearing Pier 40 North River at 1:00 p.m. on 26 July 1882, Servia went out with 270 saloon and 98 steerage passengers, including the  Bishop of  Toronto and the renowned American lawyer David  Dudley  Field, as well as $1.5 mn. in specie.  Making Queenstown on 3  August, Servia left there at 12:35 p.m. for  Liverpool.

Not lacking  for passengers that  season, there  no  fewer  than 465  saloon and 157 steerage  embarking Servia  at Liverpool  at 4:00 p.m. on 12 August 1882, including eminent English philosopher and psychologist Herbert Spencer. Calling   at Queenstown 11:30 a.m.-3:30 p.m. and arriving at New  York on the 20th, Servia again set a record for landing the most number  of saloon passengers at the port. 

Servia left New York at 8:00 a.m. on 30 August 1882: "There were 190 passengers on the Cunard steamer Servia which sailed for Liverpool yesterday morning at 6 o'clock. Among them were Sir Bache Cunard, Baronet, Miss Mackay. daughter of the Nevada millionaire, and Gen. W. W. Belknap. A large proportion of the passengers went on board the vessel Tuesday evening, and the main cabin, illuminated by the electric light, presented a brilliant appearance. The display of flowers was large and beautiful and the atmosphere was heavy with their fragrance. Some of the tokens sent to Miss Mackay were of the most elaborate and costly description. The steamer was crowded with visitors yesterday morning, prior to her departure, not less than 400 ladies and gentlemen having assembled at that early hour to wish their friends bon voyage." (New York Times, 31  August 1882). With 245 passengers, Servia  had  a fine run across, logging 7 days  5 hours 28 mins. and arriving  at Queenstown  at 5:48 p.m. on  6 September  and Liverpool the next day. 

Departing Liverpool mid morning of 16 September 1882, Servia called  at  Queenstown on the17th from 5:30 a.m.-3:30 p.m. and arrived at New York, in company with  Pavonia (1882/5,588 grt) on her maiden voyage, on the 24th. Servia came in with 439 saloon and 159 steerage passengers.

Servia  sailed from New York  at 1:00 p.m. on 4 October 1882, and after calling  at Queenstown very early  on the  12th,  arrived  at Liverpool late that  same day. 

With 440 saloon passengers, including opera prima donna Madame Adelina Patti, Servia left Liverpool on 21 October 1882, and after pausing at Queenstown the next day 7:50 a.m.-3:45  p.m., commenced  her passage to  New  York,  arriving there late on the 30th.   The New York Tribune  reporting the next  day that "The  voyage  was a rather  rough  one. Madame Patti, although  suffering  from a slight cold, was on deck a large portion of  the time. It was expected that  a party  would go down the bay  to  welcome Madame Patti,  but as the  steamer could not  get  over  the bar until  high water,  the reception was  delayed. The Servia will leave Quarantine  about  half-past 6  this  morning."  Not deterred,  the welcoming party sailed out  aboard  the steamer Blackbird to greet  Madame Patti as the Servia came up  to her pier.

When off Tompkinsville. the Servia was seen steaming slowly up toward the City, clouds of fog half concealing her great hull and lofty masts. The Blackbird drew up alongside, and, as the Servia was running slowly, kept her company on the return. Soon after the meeting of the two vessels, Mme.Patti made her appearance on the deck the Servia, and as she fluttered her handkerchief to her friends on the Blackbird and waved kisses with both hands toward Col. Mapleson, her face was bright with smiles and she seemed to be very well pleased with the reception she had met. The band played ' God Save the Queen,' and then was impatiently waved off by the Servia's Captain, who complained that the music prevented the pilot from hearing the fog signals that were sounding in every direction. The Servia would not stop to allow Mme. Patti and Signor Nicolini to be taken off. So the Blackbird accompanied the steamer to her pier.

New York Times, 1  November 1882.

Servia cast off  from Pier  40, North River, at 4:00 p.m. on 8 November 1882 with 377 saloon passengers and arrived  at Queenstown  at 11:20 p.m.  on  the 15th and Liverpool the following day. 

Among those sailing in Servia from Liverpool on 25 November 1881 was the  celebrated  English actor Cyril Searl.  A passenger, Robert Strauss  of Boston, went missing after the ship cleared Queentown and presumed to have fallen or lept overboard.  Arriving at New  York on 4  December, Servia brought in 592 bags of mail, "six four-horse  trucks conveyed them to  the general Post Office, from which 235 sacks  were sent overland to  San Francisco on the  way to New Zealand and Australia." (New  York Times, 5 October). It was said to be  double the normal mail consignment brought  into the  port.

Making her  final  voyage of  a busy year,  Servia  left New  York at 10:00 a.m. on 13  December  1882 with  180 saloon and  205 steerage passengers, reaching  Queenstown at 11:00 p.m. on the 20th and Liverpool the next day. 

In 1882,  Servia  completed 9 westbound crossings and 9  eastbound crossings. 

Servia passenger list, 26 May 1883, Liverpool to New York. Credit: eBay auction photos.

1883

Following  her winter overhaul and drydocking, Servia resumed service upon her  sailing from Liverpool on 10 February 1883.  Calling at Queenstown the next day at 8:30 a.m., she proceeded to New  York at 3:30 p.m..  It was a miserable  stormy  run across and Servia  and all other  liners were badly overdue  in reaching  New York, she  not arriving until the 21st and the New York Tribune giving  a full account of her tempestuous  crossing:

The weather reported as prevailing upon the Atlantic for the past ten days by the incoming ocean: steamships which arrived yesterday in part allay the fears of many with regard to the now overdue steamships. Even the fast Cunarder  Servia, which has  been so regular in arriving on Mondays, did not reach Sandy Hook until Wednesday night. Instead of " logging off " sixteen and seventeen knots an hour, she had to come down to a speed of seven knots in the worst weather. Her appearance yesterday, with her bridge partly demolished, forward funnel almost flattened, and three of her starboard and one of her port boats gone from their  davits,  board and one the davits, gave evidence that she had done some severe battling with the ocean's elements. The Servia sailed from Queenstown on February 11, and before she had cleared the English Channel she encountered a hard gale with high fitful squalls at intervals. On the following day there burst upon the vessel a furious hurricane, with tremendous squalls, and the speed of the vessel was reduced to seven knots. This weather continued until the ship seven reached the Banks of Newfoundland on Saturday On the first day of the gale the vessel made only 224 miles, 172, 168, 206 and 232 miles on successive days: then the vessel logged 388 miles. Six sailors were injured by being thrown down by the heavy lurching of the vessel. It was stated also by one of the crew that the bulwarks were strained in the pitching and rolling and caused to leak, and that the pumps were  kept continually working to keep her free of water. This statement was, however, was denied by some of the officers. 

New York Tribune, 23 February  1883.

Credit: New York Tribune, 23 February 1883.

The Cunard steam ship Servia, which arrived at Quarantine last Wednesday evening, came up yesterday to her dock. She bore evidences of having encountered terrific weather. Her forward smokestack was smashed in until it was almost flat, while her bridges, boats, and bulwarks appeared to have suffered. The officers report that her recent passage was one  of  the stormiest which she has ever experienced. She sailed from Liverpool on Feb. 10 and called at Queenstown on the following day. On the 12th inst.  A cyclone set in and continued without. On the 13th and 14th the storm was at its height. The  ship rolled and tossed among the waves. which frequently swept over her decks. At 8 a.m.  on the latter day an enormous mountain of water rolled up from the starboard bow. The steam-ship plunged into' it with a shock which caused her to tremble from stem to stern. Vast volumes of water swept along the decks, burying the latter out of sight for the moment. When the decks were comparatively clear again it was seen that the forward smoke-stack had been smashed in; the bridge was badly damaged, while three of the starboard  life boats and another on the port side were smashed in and everything movable was swept from the decks. Six members of the crew were knocked down and disabled. Three of these are still in the hospital. During the cyclone the Servia was unable to make anything like her usual rate of speed. After the cyclone the weather continued unfavorable. The steamer leaked considerably, and in a  least one of the compartments there  was eight, feet of water, which kept the steam-pumps going constantly. A passenger stated that last Wednesday night, while entering the harbor, some of the band-pumps were manned. When the Servia was docked there were several patches on her bows where the paint had been washed away by heavy seas.

New York Times, 23  February  1883.

It was an early morning start (9:00 a.m.) for Servia, on 28 February 1883, reminding of when the channel at Sandy Hook was not  yet dredged to accommodate the big  steamers and arrivals and departures at New York were strictly  timed to tides,  She passed Sandy  Hook at 11:00 a.m. and arrived at Liverpool on 9 March.

At the beginning of the "immigrant season," Servia sailed from Liverpool on 17 March  1883 and Queenstown the  next day with 192 saloon passengers and "a large" (if unspecified)  number  of steerage passengers and arrived at New York  on the  26th.

With 348 saloon and 115 steerage passengers aboard, Servia  cleared  New York at 5:00 p.m.  on 4 April 1883 and reached  Queenstown at 5:35 a.m. on the 12th.  En route on the 7th, she reported passing "the  wreck of  a  large  vessel on fire,  and completely gutted."

Whilst I do not wish invidiously to speak of the performances of any particular ship, I may be allowed to say that the directors have been highly satisfied with the work performed and the results obtained by the Servia, the largest and the most powerful steamship of the Cunard fleet and I predict that when the Aurania appears upon the Atlantic, as she will do very shortly, she will be second to no vessel afloat, and will greatly conduce to the enhancement of the value of the company's property.   

Cunard  Chairman John Burns, at Annual Meeting of  the Cunard  Steamship Co, 11 April 1883.

The  Herald, 12 April 1883.

During her turnaround at Liverpool, Servia was inspected on 16 April 1883 by a visiting delegation of French government ministers in Alexandra Dock and entertained to luncheon.  They also  visited the  White  Star  liner Britannic. 

Everyone  aboard was doubtless "on  their toes"  on Servia's 21 April 1883 sailing to New York with Cunard Chairman John Burns, wife and two  children among  the  passengers. Pausing at Queenstown at 10:30 a.m. on the 22nd, Servia resumed passage to New  York at 3:30 p.m. where she arrived on the 30th.  Giving an interview to the New York  press, Chairman Burns said "he  felt  gratified that the Servia was so highly appreciated by those of  the  American nation who  had travelled by her."

Among  the 440 saloon and 115 steerage passengers sailing  from New York in Servia  at 10:00  a.m.  on  9  May 1883 was English  actor Lawrence Barrett.  Servia reached Queenstown at 11:45 p.m. on  the  16th and arrived  at Liverpool the next day.  Her  consort,  the brand  new Aurania, had just  arrived  from the  builder's  yard and that weekend, she, Servia, Gallia, Pavonia,  Cephalonia and Catalonia, totalling some 36,000 tons,  were  all in Liverpool docks

Getting underway from Liverpool  on 26  May  1883, Servia  got into  Queenstown at 4:00 a.m. the following  day  and proceeding  to  New York at 3:30 p.m., where  she  arrived at 1:00 p.m. on  4 June.

Servia continued  to impress with her saloon class passenger figures and had 450 booked for her 13 June  1883 sailing from New York,  in addition to  steerage.  Departing at 1:00 p.m., among those aboard  was Mr. &  Mrs. Cornelius Vanderbilt and Mr.  Vernon H. Brown, New York manager of  Cunard Line; "the  saloon tables were covered  with floral designs,  and  the  decks of  the huge  steamer were crowded with  visitors until  the  bell warning  them to go ashore was sounded." (New York  Times, 14 June).  Servia arrived  at  Queenstown at 9:40 a.m. on the  21st and proceeded  to  Liverpool where  she arrived  the following  day.

Leaving Liverpool on 30 June 1883, Servia touched  at Queenstown on 1 July at 8:20 a.m.-3:40 p.m. and resumed passage to New York where she arrived at 6:00 a.m. on the 9th, among those  disembarking  were A.J. Drexel and  son. 

The brand new Aurania  experienced a major engine breakdown on her maiden voyage, breaking connecting  rod and destroying a cylinder as well as causing major  damage  to the  engine room.  She  made it to New  York, under  tow, arriving on  4 July,  and her eastbound  crossing of  the 11th cancelled.  Her  250  intending passengers  were reaccommodated in  Pavonia  sailing  on the  14th and  Servia on the  18th.

With 375 saloon and 111 steerage passengers, Servia cleared New York  at 6:00 p.m. on 18  July  1883 and arrived at Queenstown at 5:30 a.m. on the 26th and proceeded to Liverpool at 6:30 a.m. where she arrived the  following day.

With the passing of  Capt. John Leitch, age 70, in  July 1883, the title of Commodore of Cunard  Line passed to  Capt. Theodore  Cook of Servia.

From  Liverpool on 4 August 1883 and after calling at Queenstown, 6:00 a.m.-3:45 p.m., the  following  day,  Servia had aboard 379 saloon passengers. Getting into New York at 8:00 p.m. on the  12th, she made  the  run across from Daunt's Rock  to Sandy  Hook  in 7  days 3 hours. "The Servia is commanded newly appointed Commodore of the Cunard Line. He is the oldest Captain in the Cunard service and was the commander of the Russia when she was considered the of that line. Commodore Cook succeeds crack the vessel late Commodore Leitch who died a month ago. Although 70 years of age. Commodore Cook is still  hale and hearty. The vessels in the harbor will  salute him with their whistles this morning when the  Servia  passes up  the Bay." (New York Times, 13 August 1883).

Sailing from New  York  at  11:00 a.m. on 22 August 1883, Servia put  in  another excellent run, passing Browhead at 3:00 p.m. on the 29th, and logging, remarkably, the identical time as on as outward passage of 7 days  3 hours. Servia arrived at Liverpool on the  30th. The  Liverpool Daily  Post, 31 August,  published  a full account  of Servia's  best roundtrip performance to date:

Quick Passage  of  the Servia.  This fine steamer of the Cunard line reached the Mersey yesterday morning, after very rapid run, thus completing the round voyage in capital time. On outward voyage the Servia reached New York from Queenstown in seven days and three hours, she occupied exactly the same time to a minute the return trip, performing the out and home journeys in the short time of fourteen days and six hours.  From the daily runs it would appear that the Servia is remarkable for her steady going qualities. On the just finished the following are her totals each day -369, 376, 380, 382, 391. 396 and 384. These are nautical miles (which form the of all calculations in respect of the runs , and not statute miles. Of course if statute were counted, the totals would be very much greater. On the outward trip the Servia's daily performances were 327, 387, 398, 405, 402, and 398, averaging 385 miles per day. The Servia only occupied fourteen hours and twenty minutes in coming from Browhead to Holyhead, including the detention at Queenstown.

Liverpool Daily Post, 31 August  1883.

From Liverpool on 8 September 1883 and Queenstown the following  day, Servia numbered among her passengers Mr. Andrew Carnegie and his mother, and Sir Charles and Lady Wolseley, and  arrived at New York on the morning of  the 17th.

Leaving New York  at 3:00 p.m. 26 September 1883,  having aboard 360 saloon passengers, Servia  passed the  Fastnet at 5:30 p.m. on 3 October and getting into Liverpool at noon the following day, she accomplished the  run  from New York in just  a little  more than seven days, and met an historic  former fleetmate, in the Mersey,  occasioning the report  from the Liverpool Mercury (5 October):

The Servia entered the river a few minutes after noon yesterday, making another very rapid passage from New York. She left the latter port in the evening of the 26th ultimo, and was at Queenstown last night, after performing the trip in about seven days. She was off Holyhead this morning at nine o'clock, and the tender left the Landing-stage at eleven o'clock to receive the passengers, who would thus be landed at Liverpool a little over seven days from the time they actually embarked in New York Harbour. As a strange coincidence, the steamer Scotia entered the river yesterday morning from China. The Scotia is now the property of the Telegraph Maintenance Company, and has just returned from a cable repairing voyage. She was formerly the crack vessel of the Cunard Line. The presence in the Mersey of the most modern of the Cunard Line and one of its earliest vessels is a circumstance worthy of note. The Scotia, when in the service of her former owners, was a paddle boat. Now she is converted into a twin screw.

Liverpool Mercury, 5 October 1883.

One of Servia's landing  passengers, Mr.  D.M. Drysdale, had completed a  remarkable trans-Atlantic  journey:

Mr. D.M. Drysdale has  made an extraordinary journey across the Atlantic, viz., in about 18 days, each of  the liners having made each of Drysdale having left made remarkably quick passages. Mr. Drysdale left the  the Mersey in the Alaska at eight p.m. on Saturday, September 15, and reached Sandy Hook at five a.m. on Sunday, September 23; returning in the Servia on Wednesday, leaving New York at noon, and arriving in the Mersey at noon on Thursday, October 4.

Liverpool Mercury, 8 October 1883.

Servia  cleared  the Mersey on 13 October 1883 and Queenstown at 3:30 p.m. on the  14th, numbering  among her  passengers Madame Alwina Valleria bound for a run of "Il Trovatore" at New  York, and English poet Matthew Arnold. Servia got  into New York at 5:00 a.m.  on the 22nd.

With 273 saloon and 109 steerage passengers, Servia cast  off from Pier 40 at 8:00 a.m. 31 October 1883.  Arriving at Queenstown at 3:20 p.m. on 8 November she made quick of her call there and resumed passage for Liverpool in just  twenty minutes, arriving  there the following day. 

From Liverpool on 17 November 1883 and  Queenstown the next  day,  Servia made New York at 4:00 p.m. on the 26th and made the  newspapers over the presence of professional gamblers aboard. One Henry Rice being  arrested on  arrival at Pier 46 and charged with swindling Robert Sullivan of  $2,700 and compelled to repay  him.

Making her final departure for  the year, Servia sailed  from New  York at noon on 5 December 1883 with 271  saloon and 309 steerage passengers and arrived at Liverpool on the  13th.

In 1883,  Servia  completed 9 westbound crossings and 9  eastbound crossings. 

Servia music  programme, "In Aid of Any Necessitous  Steerage Passengers," 6 June 1884. Credit: eBay  auction photo.

1884

Fresh from her annual drydocking, Servia embarked  her passengers by tender from Prince's Landing Stage at noon on 16 February  1884 and cleared Queenstown the following day for New York. Among the 232 saloon and 255 steerage passengers were  Mr. T.W. Mackay, the Colorado millionaire and Mrs. A.S. Green, chief engineer of the U.S. Navy.  

It  proved  a  most difficult  crossing and the cause of some anxiety in New York when she was overdue. The arrival of the White  Star's  Republic on the 26th provided some news  of Servia which was sighted on the 22 February 1884, "sailing fast, under steam," to  which Cunard  officials,  "presume that  the heating of the new bearing in the Servia's machinery had  caused the  delay. They believe that  she will arrive in New York by  Thursday. [28th]. (New York Tribune, 27 February). The National Line's England, also arriving in New York, reported passing Servia, 832 miles west of  the Fastnet, "apparently  disabled but "she refused all offers of assistance," and as  this was  prior to Republic's sighting,  any machinery  problems had been solved  in the  meantime.  The  28th came and went and Servia had  still not  arrived and on 3  March, the  New York  Tribune,  reporting that  Catalonia, due  on  the 28th, was also  overdue and "it is believe that  she has picked up  the Servia  and bringing her  to New York in tow."

After an extraordinary 16-day passage, one of the longest in recent Cunard history,  Servia finally  passed  Fire Island at 7:00 a.m.  on 4 March 1884 and Sandy  Hook light-ship  at 8:54 a.m., coming  alongside her North River pier at noon.  The New York Times and other newspapers provided complete coverage of  the  arduous crossing replete with  repeated bearing troubles, winter Atlantic  weather and  the death of a steerage  passenger of  delirium tremens:

Capt. Cook said that soon after leaving Queenstown some of the bearings melted and the ship was obliged to go under half speed the entire passage. Heavy westerly gales and high seas were experienced. The ship had been lying up for two months before she started while her machinery was undergoing an overhauling.

Chief-Engineer Andrew Finnie and Second Engineer John Vass explained the trouble, which came from the crank-pin bushes, or the bearings of the crank turning the great shaft, which wore away. Sulphur, refined engine oil, and other things were tried on the bushes, but without avail. The white metal of which the bushes was made first yielded to the operation of the crank between 200 and 300 miles out of Queenstown. The bushes were changed three times on the passage, entailing a stoppage altogether of 38 hours. The first was Feb. 19, the second the 21st, and the third time the 25th.  The last time was at the south end of the Banks of Newfoundland, 1,080 miles out of this port. The water was smooth and the opportunity was taken to lay to. The engineers said that the changing of the bushes was a difficult undertaking, and something they never knew of being done before at sea.

The connecting-rod, weighing five tons, was disconnected three times, and, although it was a ponderous thing to handle with the unsteady movement of the vessel, no one was hurt, and there were no accidents of any kind in the changes. 'The fault was wholly in the white metal wearing away. There were no other difficulties to be contended with in the machinery. If the weather had not been bad between the banks and New-York full speed could have been made, but safety was the motto of the company,and precaution was not abandoned. From Fire Island the speed was 16 knots an hour. There was no stoppage after Feb. 25. The slowest day's run was 88 miles. Plain brass bushes were to be put in before starting back Saturday. 

New York Times, 4 March 1884.

The fast Cunard steamship Servia arrived yesterday, sixteen days from Liverpool. Her unusually long voyage was due to mishaps that were unavoidable, although she went to the southward of the usual course to avoid the ice which has been reported to the northward of the forty-third parallel of latitude on the banks of Newfoundland, and had adverse weather besides. This is her first trip since she was thoroughly overhauled for the season's travel, and her new machinery connections failed to work with that perfection which further use will develop. Between Liverpool and Queenstown the crankpin of the high-pressure engine heated, and caused a delay of several hours while cooling them down. The 'boxes'" were made of white metal, a recent invention of English engineers, and failed to give entire satisfaction. At Queenstown the boxes were taken out and scraped, and the crank-pin journal was smoothed off. The vessel sailed from Queenstown on February 17, and the second day afterward the crankpin again heated, causing the metal boxes to melt, and they were replaced by the spare boxes on board. As the spare boxes were of  brass, and filled with babbitt metal the same as have been in for several years--it was believed that would work better, but the crank-pin journal had been weakened by previous heating, and caused the journal and boxes to heat again. Another stop of twelve hours was made to cool the crank-pin and brasses, and to smooth down the bearings. After running another day another stop was made, and then the vessel ran two days before another halt was necessary. After that the vessel went at half-speed, without any further mishap.

On February 26, in latitude 439 14' north. longitude 489 13' west, the Servia passed a large iceberg, A few miles further on she passed several more icebergs and steamed through large fields of ice. On the same day, in latitude 429 24' north, longitude 50° west, dense smoke was seen at the southward; it was found to come from a burning vessel. There were no signs of life on board and no information about the vessel could be obtained. The Servia will sail on Saturday for  Europe.

New York Tribune,  4 March 1884.

Colonel Charies Todd, of St. Louis.--Yes, I was on board the delayed Servia. There was much disappointment on the part of passengers, but not much complaining. It was generally thought that the steamship should have had a trial trip for the testing of the parts that gave out, before being sent out on a long ocean voyage. Still we had perfect confidence in the ship, and there was no alarm felt in spite of the bad weather. It is a magnificent vessel.

New York Tribune, 6 March 1884.

Credit:  Liverpool Daily Post, 15 March 1884.

Three Sundays on board the Servia is an unheard of experience. We have not been in any actual danger, though we have suffered every variety of discomfort, for a worse passage I never made. The cause of it all was trouble with the engines, which must have shown itself directly after we left Liverpool, reached Queenstown long past our usual hour, and after the Arizona had left for New York. At noon on the 18th ult. (Monday) we bad only logged 240 miles, and had clearly seen that the engines were going but slowly, making caly 38 revolutions instead of 52 or 58 per minute. Is was announced that the bearing round the pin of the crank under the high pressure cylinder bad bested, and that " the friction had injured the pin itself.

This pin is massive piece of steel 25 inches in diameter, and round it in fitted the bearing which got out of order. The bearing was new one, made of soft inetal, which is understood to work better than the usual brass bearings, Unfortunately this bearing had not been tried, and after a second day's experience with it it was taken off, and the ship stopped ten hours for the purpose, The old bearing (of brass) was then put in, but the friction had abraded the surface of the pin, and another stop of twelve hours was made to take off the bearing again and file the pin smooth, After this another stop or two was made to clear away the sandy particles given off by the soft bearing and to complete the smoothing of the pin. This being apparently accomplished, we to go ahead full. speed, but have never gone over 40 revolutions, which is, I suppose, about half speed, and we then were most un fortunate in encountering socies of gales from the south-west, west, and north- west, against which the Servis could only make four to five knots per hour head way, The copy of the log up to to day speaks for itself :-Feb. 16th, sailed; 17th, Queenstown: : 18th, 240 knots ; 19th, 200 : 20th, 140: 21at, 160 ; 22nd, 112; 23rd, 272; -24th, 265; 25th, 260; 26th, 140; 27th, 230: 28th, 105; 29th, 207 - March 1st, 102; and 2nd, 225. 

Four days ago we bad a very fine day, and early in the morning large icebergs hove in sight, and we passed a large number all day. In the afternoon we met large pack of field ice and more icebergs, through which we passed safely enough. About three in the afternoon we saw dense smoke about ten miles to our little ahead of us, and the steamer was headed for it.

We went close under the stem of the burning ship, but the flames had reached within a few feet of the water's edge, and nothing could be made of her name, rig, or cargo, The general impression was that she was wooden ship laden with petroleum. No boats were seen, and we proceeded on our course, Atter this we had nothing but heavy head winds and head seas, bas the engines did not stop again. To add to the misery of some of the la passengers the steamer rolled dreadfully, being light trim. An old gentleman opposite to me had his collar bone put out by a sudden upset caused by the heavy rolling, and one of the crew broke his arm or leg, don't know which.

A steerage passenger died from delirium tremens, and was buried this morning. Another poor fellow, a cabin passenger, was accidentally poisoned, but prompt remedies brought him round, and he is recovering. Altogether the voyage has not lacked incident, though the incident  have not reconciled the passengers to the waste of time. To-day, we are 277 miles from New York, it is snowing bard, and the glass is going down for another blow, I suppose. It is a toss up it this letter catches the Arizona, timed to leave next Tuesday, but I hope it will.

Naturally the tedium of the voyage has tried the patience of the passengers, of whom we have 200 cabin and steerage. In the smokeroom an epidemic of 'baccarat' broke out a week ago, and hundreds of pounds have changed bands at this interesting game. The principal losers have been the 'bankers,' though the odds are slightly in favour of the bankers and against the players, A good deal of irritation has been indulged in by many passengers who bave had their business arrangements interfered with ; and of course, we have realised that the Servia, being a week overdue, would cause much unhappiness, amongst friends at home.

It would not be fair to pass a hasty judgment upon the Cunard Company for sending the Servia to sea in this condition. She had been laid np for over ten months, and had a great deal of money expended on her. Her engines had, 1 understand, been thoroughly overhauled, and the unfortunate bearing which gave way was put in an improvement upon the old brass bearing. Doubtless when its peculiar defect is found out and remedied it will do all it is claimed it can do, because it is certain the invention is good one, and has answered admirably in other steamers. But, however this may be and one is slow to suggest that the occurrence could have been prevented or foreseen, seeing that its consequences are simply -no praise can be too high for the engineers who tackled such task as removing the heavy bearing and getting it as right was possible in such weather. I really felt sorry for them: their watches were all disorganised, and they must have bad a very anxious. time. The purser, too, Mr. Field, had a  hard time of it satisfying the apprehensions of the passengers, A more admirable officer than this gentleman it would be difficult to imagine. 

Liverpool Daily  Post, 15  March 1884.

Servia was able to sail on time from New  York at 4:00 p.m.  on  8 March 1884, among  her 159 saloon and 46 steerage passengers  was the returning English poet Matthew Arnold and she also  had aboard  $1.7 mn. in  gold. Servia got into Liverpool the morning of  the  18th. 

If any ship or  crew  was needing a routine crossing, it was Servia which departed Liverpool on 22 March 1884 and called at Queenstown the next day, 8:30 a.m.-3:15  p.m.. Better still,  Arizona departed at about  the  same time and provided a good old fashioned, if of course officially  denied, "race"  between the two.  Much in  need of it, Servia won  the contest, arriving off Sandy Hook at 10:16 a.m. on the  31st, logging 7 days  23 hours and  16 mins, about two hours faster than Arizona, despite severe  weather, and clocking 400 miles on two consecutive  days.

The steam-ship Servia, of the Cunard Line, which arrived from Liverpool yesterday. made a very quick passage, in view of the severe weather which she encountered. She left Queenstown at 3:00 p.m. on Sunday, March 23, and passed Sandy Hook at 10:16 a.m. yesterday. Her actual time was 7 days 23 hours and 16 minutes. The Servia's log shows that twice the passage she made 400 miles in 24 hours. She  beat the Arizona, of the Guion Line, which also left Queenstown on March 23  by about eight hours. It was rumored ip shipping circles that the Servia and Arizona were to race across the Atlantic, but the officers and agents of, both vessels deny that such a contest took place. 

New York  Times, 1 April 1884.

Going out with 270  saloon and  47  steerage passengers  and $700,000 in specie, Servia  cleared New York at 5:00 p.m. on 9 April 1884, arriving at  Queenstown at 11:25 a.m. on the  17th and Liverpool the next  day. 

From Liverpool on 26 April 1884 and Queenstown on the  27th, Servia  arrived at New York  on  4 May.  It was  another dual departure from Queenstown  for  Alaska and the Cunarder  inspiring  considerable betting aboard  both ships but  the  Guion flyer proved  just that,  arriving at Sandy Hook  on the  4th  at 11:50 a.m.  and Servia  not  doing  so for  another 11  hours 43  mins. On borrowed wings  as it  were, Cunard's newly acquired Oregon  from financially  strapped  Guion brought the  first  record to Cunard since Russia  with her   6-day 10-hour 10-min. passage that month.  But no longer content to  be  second raters, Cunard contracted the same builders for a pair of  7,825-ton flyers--  Umbria and Etruria--  to join her.

Servia  cleared New  York on at 10:00 a.m.  14 May  1884  for  Queenstown and Liverpool with 430 saloon and 276  steerage  passengers. Passing  Browhead at 6:00 p.m. on the  21st, Servia called at Queenstown at 9:15 p.m. before proceeding to Liverpool  where  she  docked the next  day.

From  Liverpool on 31  May 1884, Servia got  into  Queenstown  at 4:50 a.m. on 1 June and cleared for New York  on 3:40 p.m..  Making capital time across, she passed Sandy Hook at 6:20 p.m. on the  8th, logging a passage (corrected for  the time difference) of 7 days 7 hours 2  mins with  daily runs of 314, 383, 407, 409, 407, 408 and 412 with a final 101 miles run to Sandy Hook. 

With  a near capacity list  of  466 saloon and 169 steerage passengers as well as 167  bags  of mail, Servia sailed from New  York at 3:00 p.m. on 18 June 1884.  Queenstown was reached  at 3:30 a.m. on the 26th  and  she  arrived  the  next  day  at  Liverpool.

Servia  left Liverpool on 5  July  1884 and  Queenstown the following day for  New  York where she arrived at 10:00 p.m. on  the  13th.  Among her passengers, once  again, was English actor Lawrence Barrett.

The homeward Servia cleared New York early  on  23 July 1884, having aboard the  Australian mails transhipped via  San Francisco and 185 saloon and 182  steerage  passengers. She got into  Queenstown at 7:20 p.m. on the  30th and  Liverpool the next day. 

From Liverpool on 9 August 1884, Servia arrived  at Queenstown at 5:20 a.m. the next day  and  cleared for  New  York at 4:30 p.m.  going  ouwithin a couple of hours with  Arizona and Anchor  Line's  Austral  and enabling a veritable ocean race  to New  York. It  was  a contest won  by  Arizona which crossed "the  finish line," Sandy  Hook  at 10:52 a.m. on the 17th, logging  7 days 6 hours 14 mins. from Daunt's Rock with Servia placing  second, logging  7  days 8 hours  2 mins. and Austral taking  54 mins. longer. 

With 113 saloon and 266 steerage  passengers,  Servia sailed from New York at noon on 27 August 1884 and called  at Queenstown on the  evening of  3 September and arrived at Liverpool the  next  day. 

Departing Liverpool on 13 September 1884, Servia made Queenstown at 6:55 a.m. on the  14th and cleared for  New  York at 3:30 p.m., arriving there on the 21st, having some 400 saloon passengers aboard.

Laden with  245 saloon and  312 steerage passengers and 324 bags of  mail, Servia  left  New York on 1 October 1884 and made Queenstown at 5:40 a.m. on the 9th and Liverpool the next day. 

Capt. Horatio McKay.  Credit: Glenvick-Gjonvik Archives.

With the imminent completion of  the new Umbria (maiden  voyage to New York on 1  November 1884), it  was announced  in October  that Commodore  Theodore  Cook would assume  command of  the new  ship and replaced as commander  of Servia by Capt. Horatio McKay, formerly  of Bothnia. 

Commanded  for  the first time by Capt.  Horatio McKay, Servia sailed from Liverpool on 18 October 1884,  and  left  Queenstown the  next day at 3:00 p.m.,  to  arrive at New York on the 27th.

Servia left  New York on 5 November 1884 and got into Queenstown at 5:00 p.m. on the 12th and Liverpool the following day.

The  westbound  Servia cleared the Mersey  on 22 November 1884 and  after calling  at Queenstown  the  next  day,  from 7:35 a.m.-2:00 p.m., proceeded  to  New York where  she  arrived  at 3:00 p.m. of the  30th.  Among  those aboard  was  the Japanese  Minister of War, Gen. Oyma Iwa-O, who  was  met  off  Quarantine  by  the  revenue cutter Chandler and conveyed  ashore.

Among  the 257 saloon and 360 steerage  embarking aboard Servia's  final voyage  of  the  year, from New York at 2:00 p.m. on 10 December 1884 was English poet Mrs. Emily Pfeiffer,  and her husband. The ship  also  went out with a  heavy Christmas  mail consignment of 685 bags.  Putting in a  corking  good  crossing to the end the year, Servia passed the Fastnet at 3:00 p.m.  on the  17th, logging 6 days 20 hours  30 mins from Sandy  Hook.  

In 1884,  Servia  completed 9 westbound crossings and 9  eastbound crossings. 

One of the many lithographs  of  this painting printed  for travel agencies,  this being in black  and white. Credit:  eBay  auction photo.

1885

Making  her  first voyage  of  the year,  Servia left Liverpool on 24 January 1885 and called the next day at Queenstown from 8:20 a.m. to 2:00 p.m., with 180 saloon and 146 steerage passengers,  before proceeding  to New York.   It was the  almost predictably the  worst  of Winter North Atlantic across and like most liners,  Servia was  badly  overdue,  being  expected in  New York on 2 February and not  yet  arrived by the 5th, and  Guion's  Alaska similarily late. 

When a battered  Servia finally  staggered into New York  Harbour on 5 February 1885, her  officers  and passengers had the kind of stories beloved by shipping  reporters of the day  and recorded in wonderful detail by the major  papers:

The Cunard steamship Servia arrived yesterday from Liverpool after a remarkably stormy passage, during which she sustained considerable damage. The vessel still bore evidences of the rough handling which she had received when she reached her dock. Lifeboats and davits, ventilators, and portions of the starboard upper works were missing, and the smokestacks were white from the salt spray which had continually dashed against them for days at a time. Capt. McKay reports that he left Liverpool on Jan. 24, and called at Queenstown on the following day. For 48 hours afterward the weather, although rough, did not prevent the Servia from making rapid progress. At noon, on Jan. 27. she completed a 24-hours' run of 400 miles. But during that afternoon the wind increased into a northwesterly hurricane, which continued, with few slight lulls, for over four days, and in the meantime the vessel made only 635 miles. One day's run was no more, than 141 miles. During the night of Jan. 27 it was very cold. as well as stormy, and the spray froze wherever it struck.

During Jan. 28 the Servia kept her head well up to the sea, although water frequently swept over the decks. At 8 o'clock in the evening of that day. when the ship was forcing its way In the teeth of the furious hurricane, an enormous sea rolled up from starboard and, striking the vessel amidships, carried away one of the lifeboats and smashed two others.

The Servia, notwithstanding her great size, was tossed heavily about by the enormous seas during the entire night. Next morning there was a short lull, but early in the afternoon the hurricane returned with renewed fury and lashed the sea until it rose to a terrific height. An enormous wave swept up from starboard and dashed over the side of the ship, tearing away a portion of the bridge, sweeping away one of the ventilators, and breaking the davits of one of the boats and smashing the boat itself to pieces. This wave was said by several members of the crew to be one of the largest they had ever seen in the North Atlantic.

A fearful night followed. Capt. McKay clung to his post on the bridge during the entire night, while many of the passengers remained awake in their berths and listened to the dismal sounds of the heavy seas that thundered furiously against the bows and sides of the ship. During the afternoon of Jan. 30 there was another lull in the storm, and the ship made better headway, but early in the morning of Saturday, Jan, 31, the hurricane again returned and raged more furiously than ever.

Late in the morning a tremendous sea boarded the ship, and, after smashing two lifeboats. broke in the cabin skylight and flooded the main saloon. Many of the passengers were greatly alarmed, but were soon reassured, and the broken skylight was temporarily patched up. During Saturday afternoon the hurricane' reached its height. The strain on the chains of the steam steering gear proved so great that one of the links gave way.

The ship then fell off before the sea. and while swinging around seemed to lay at the mercy of the seas, which tore over ber in a dangerous manner. Several of the guys of the after smokestack gave way, and this tall tower of iron, which weighed some tons, threatened to fall. For the first time during the hurricane the vessel seemed to be in peril. But Capt. McKay and his officers went bravely to work, and the ship was soon controlled by her after steering gear, and the broken guys of the smokestack were secured. It was several hours, however. before the broken chain link was repaired. In the meantime the Servia rolled heavily about.

With Sunday came better weather and the ship was once more able to make fair progress. On Tuesday the cabin and steerage passengers. stoned testimonials praising Capt. McKay and his officers, and crew for their courage and skill during the storms. A purse of over £160 was raised, and, with the exception of about £30. which will be expended on a chronometer for Capt. McKay, was distributed among the crew.

New York Times, 6  February 1885.

The Cunard steamship Servia was the only one of the several which arrived yesterday. She sailed overdue transatlantic passenger. steamships on January 25, and the weather from Queenstown , bade fair for the voyage until on Tuesday, about 850 miles west of  Queenstown.    For the safety of the passengers strict orders were given that they should remain below decks. The  gale  continued they without should abating until Thursday remain night, when there was a lull for two hours, and then the wind became a hurricane, The blowing vessel with greater fury, than before. The vessel gave a sudden lurch between two seas and a great volume of water breaking over made  the  ship  tremble from stem to stern. On Friday the  weather was frightful, and at times the  vessel almost submerged. In the afternoon a  of tremendous sea broke over the side swept away three of the  large life-boats over from the davits, demolished another, made a wreck of the captain's look-out bridge,  and tore away about  160 feet of the starboard railing. One of the  skylightwas also broken in and a large  flood of  water washed into the cabin. On Saturday one of  the  rudder chains broke and  the vessel lay  rolling,  tossing  and pitching  in the trough of  the  sea till  repairs were made.

New York Tribune, 6 February  1885.

In Liverpool, however, Cunard stated  the  reports of  damage  to be exaggerated; "the injury being confined mainly to the loss of skids and chocks of two boats and damage to two others, besides  slight damage to the bridge  and mainstail. The  owners have  no report of loss of funnel, the carrying away of bridge, breaking  of steering gear, or flooding of cabin." (Liverpool Daily Post, 7 February 1885).

Somewhat put  back to rights,  Servia  cleared  New York at 5:00 p.m.  on 11 February  1885 with 182 saloon and 140 steerage passengers and 409 bags of mail. Among her  passengers was Liverpool shipping magnate A.B. Forwood.  Putting in a fine passage for  the time of  year, Servia reached Queenstown at 5:30 p.m. on the 19th and logging 7 days 12 hours  from Sandy  Hook and arrived at Liverpool the next day.  

Listed  for  a  roundtrip  to  New  York  from  Liverpool sailing 28 February 1885, Servia appears not to have  made  the  voyage  with no arrivals  or  departures cited  in the  press on either side  of the  Atlantic.   There was some general reshuffling  of  the  Cunard service that  spring with  a reduction in  the Wednesday "extra" service from week to  semi-weekly, maintained by Oregon and Gallia whilst  Etruria,  Umbria, Aurania  and Servia  held down the  weekly Saturday express mail service.  Bothnia  went on the Boston route.  

Servia did depart Liverpool on 4  April 1885,  calling at Queenstown the next  day between 7:00 a.m.-3:00 p.m. and reaching New  York  at 10:10  a.m. on the  13th.

That spring rumours of  war  with  Russia  spread  throughout  Britain  over incursions into  Afghanistan resulting  in the  urgent call-up  of quite  a few liners that  had  been on the  Admiralty list as being suitable  for conversion  into  armed merchant  cruisers  or  transports.  Cunard's Oregon and Umbria were indeed  requisitioned in April  1885, but on the  16th it was reported that Etruria, Servia and Aurania, too , had been called up,  but  in  the  event,  were  not, and the war  never materialised but tremendously impacted Cunard  and other line's  trans-Atlantic  schedules  for the  rest  of  the year, although  few quibbled at the  generous  charter  rates  the  Admiralty  were  paying:  22½  shillings per  ton  a month with  a  crew or  12½  shillings without.

With 290 saloon, 190 steerage passengers,  258  bags of mail and $239,250 in specie,  Servia left New  York  at 10:00  a.m. on 18 April 1885 and came  into Queenstown at 1:40 p.m. on the  26th and 27th on Liverpool.  

Captain McCracken. Credit: Glenvick-Gjonvik Archives.

Captain W. McMickan, ex-Gallia, now  assumed command of Servia.

The commander of the Servia is one of the most able and trusted Captains of the Cunard fleet. He has made over 350 voyages across the Atlantic, and has had the care of probably 70,000 passengers, of whom at least 20,000 were occupants of the cabin. His uniform courtesy and sterling ability as a navigator have gained for him the esteem of all who have made the passage with him, and he is as popular with the officers and patrons of the Cunard Line as any Captain who is ever sailed from New- York. Capt. McMickan is a Scotchman, and has followed the sea since be was 16 years of age, or 42 years, 24 of which have been passed in the service of the Cunard Company.

He has been Captain in the fleet of the company since 1861, and has commanded the Sidon, the Malta, the Olympus, the Aleppo, the old Australasia, (now the Calabria,) the Algeria, the Hecka, the Bothnia, the Gallia, and the Servia. He jolly, rollicking specimen of a sailor, who, while never neglecting the duties of his command, can always find time to make things pleasant and agreeable tor passengers.

New York Times,  29 October 1885.

Saturdays in Liverpool meant the  departure of the weekly Cunard  express  mailship for America and Servia  took that of 2 May 1885.   Pausing at Queenstown the next day, 6:40 a.m.-1:50 p.m.,  she  sailed for  New York where arrived   at noon on the  10th after a smart passage  of 7 days 2 hours 32 mins.

Clearing  New  York at  8:00 a.m.  on 16 May  1885 with 407  saloon and 170 steerage passengers, $205,000 in specie  and  225 bags  of mail, Servia crossed  in  7 days 11 hours 30 mins.,  arriving  at Queenstown at 12:30 a.m.  on the  24th.   She reported passing two icebergs  on the  18th  and arrived  at Liverpool on the  25th.

From the  Mersey for America on 30 May  1885,  Servia numbered among  her  passengers "W.W.  Astor and family, well  known in the social circle of New York, " (Liverpool Mercury, 1 June) and called at Queenstown the  next day, departing  there  at  1:50 p.m..   She reached  New York  on the evening of  8  June and Mr. Astor told reports that  the "voyage  was delightful,"  and recounted  sighting 11 icebergs  en route. 

The eastbound Servia  left New York  early  on 13 June 1885 with 385 saloon, 161 steerage passengers,  $285,000 in specie and 231 bags of mail, only to run aground on a shoal on the eastern edge of Gedney's  Channel at 8:30 a.m. in  foggy weather and a falling ride. Refloated without damage at 5:45 p.m. on the next high  tide, pulled off by the tugs L. Pulver, James Bowen, Indian, America and Millard,  Servia proceeded on her  voyage.  

While the Cunard steamship Servia was her way out of the harbor yesterday morning she ran into the dense fog which hung over the Lower Bay. Her fog whistle began to blow and her speed was slackened. The was passing through Channel and was near the outer buoy, when she grounded and stuck fast. Her passengers took the matter cooly.

The steamer remained on the bank during the afternoon and the people aboard amused themselves by watching the finish of the Seawanhaka yacht race, when the fog had cleared away. At 5:50 the tide rose, five tugs were summoned and with their assistance the Servia got off and on proceeded to sea.

New York Tribune, 14 June 1885.

Arriving   at Queenstown at 4:35 a.m. on 21 June  1885, Servia had logged just 7 days  5 hours for the crossing and then proceeded  to Liverpool.

From  Liverpool 27 June 1885 and Queenstown  the 28th (departing at 1:50p.m.), Servia  went out  with 175 saloon and 480 steerage passengers and arrived at New York (Quarantine) at 2:25 p.m. on 5 July. There ensued some confusion arising  from  New York's unpopular experiment in having saloon passengers land via tender at the Barge Office  from Quarantine instead of at the lines' North River Piers and expected to disembark at Pier 40,  they instead were landed at  the Barge  Office causing family and friends  to miss welcoming  them. It transpired that no one had informed Capt.McMickan of the change in docking arrangements. 

Servia departed New York at 5:00 p.m.  on 11 July 1885 with 374 saloon and 174  steerage   passengers, $88,500 in specie and 290 bags of  mail,   and reached  Queenstown at 6:40 a.m. on the  19th  and after landing the mails  and 92  passengers,  proceeded to Liverpool,  arriving  the next  day. 

Among those embarking  Servia at Liverpool on 25 July 1885 were Rear-Admiral Sir  Michael Calme Seymour, newly appointed  to command  the admiral  of  the  British Pacific Fleet, and Mr. Thomas Baring, Col. R.  Baring and the Hon.  Cecil Baring, of the famous Baring Bros. firm. On clearing  Queenstown at 1:40 p.m. on the 26th,  she  went out with  290 saloon and 400  steerage passengers and made New York on 2  August.

Sailing from New York at 5:00 p.m. on 8 August 1885, Servia had aboard 218 saloon and  60  steerage  passengers.  On arrival at Queenstown on the 16th  at 5:40 a.m,  she  landed  263 bags of  mail and  "a  large  number  of passengers,"  before continuing on to  Liverpool.

With a heavy end of summer season passenger list of 475 saloon and 210 steerage, Servia left Liverpool 22 August 1885 and Queenstown at 1:45 p.m. on the  23rd for New  York, arriving there at 4:00 p.m. on the 30th. 

Leaving New York for Liverpool  at 4:00 p.m. on  5  September 1885 with 383 passengers, Servia  made a  good  fast trip across, reaching Queenstown at 5:00 a.m. on the 13th, only to come into the  Mersey at 3:00  p.m. in the middle of  a  gale:

The Servia was signalled off  the  port  yesterday afternoon about  three o'clock,  and  the Skirmisher tender was dispatched to  bring  off her  passengers; but on reaching the  liner  it  was fond  impossible to  maintain the  communication which  was at first attempted, owing  to the very  heavy  sear  still outside  the bar. A few men, porters,  etc, managed to get  on board the  Servia,  but it  was found necessary because of  the danger to  the tender  from smashing against the liner's side, to cut the lines  and return to port, leaving  the men placed on the Servia behind. The  steamer  carries a very  large number  of passengers, and has  made  a fairly quick passage on arriving here. She  will   enter the river with the  morning tide, and probably  dock  this  afternoon.

Liverpool Mercury, 14  September 1885.

Westbound carryings remained brisk and there were 390 saloon and 250 steerage  tickets  sold for Servia's 19 September 1885 sailing from Liverpool and Queenstown the next day at 1:50 p.m and ending at New  York on the  27th

Servia's 3 October  1885 sailing from New York was the  first  to specifically  list an "intermediate"  class with 36 in that, 251  in saloon and 168 steerage. Umbria  and Etruria  having  introduced  it on completion.  Getting into Queenstown at 3:25 a.m. on the 11th, Servia  landed 41 passengers there before carrying on to  Liverpool. 

Clearing the  Mersey  on 17 October  1885 and  Queenstown  the next  day at 12:50 p.m.,  Servia steamed westwards with 280 saloon and  270 "intermediate and steerage"  passengers and 357 bags of mail, although The New York Tribune on reporting her  arrival at 1:19 p.m.  on the  25th cited her having 335 saloon and 215 steerage passengers aboard.    

Credit: New York Tribune, 29 October 1885.

In a dense fog which  enveloped  the Port of  New  York on 28 October  1885, the Hoboken  ferryboat Hackensack,  approaching  her North River  slip at the  foot of  Barclay  Street at 7:30 a.m., struck  the head of  the Clarkson Street pier instead, bouncing  off  that  and  hitting the  stern of Servia at  her  pier. Three seamen were painting  the ship's hull on a float when seeing  the  ferry  come on them, and jump into the water rather than be risked being crushed,  two were rescued,  but the other, John  Malloy,  aged  30,  was drawn under  the  ferryboat  and drowned. He  had been just  married  in Liverpool before this voyage.

Credit: New York Times, 29 October 1885.

Some striking coincidences in the time of the arrival of the Cunard Steamship Servia in this port are furnished by five passages during the present year from Liverpool to the Sandy Hook Lightship, Capt. McMickan entered port on Sunday on each of the passages. The time of arrival in three of them varies but 23 minutes. and in two of them but 18 minutes. On May 10 the Servia passed the lightship at 1:06 P.M.; on July 5 at 1:28 P. M., and last Sunday at 1:13 P. M. On the other two passages Capt. McMickan left the lightship behind him at very nearly the same hour in the afternoon, on Aug. 80, at 6:58 o'clock. and on Sept. 27 at 6:40.

New York Times,  29 October 1885.

Departing New York  at 1:00 p.m. on 31 October 1885,with 217 saloon, 35  intermediate and 152 steerage  passengers,  255  bags of  mail and $120,000 in specie, Servia arrived at Queenstown at 8:25 a.m. on 8 November, landing  265 bags of mail and  36 passengers before proceeding to Liverpool.

Following  drydocking, earlier in the  season than usual,  Servia resumed service upon her sailing from Liverpool on  19  December 1885 and Queenstown at 2:00 p.m.  the next day, having aboard 280 passengers and 512 bags of mail.  It was another  Winter North Atlantic test of ship, officers  and crew, not to mention passengers, and from the time  she  cleared the Mersey, Servia bucked one gale  after  another.  On Christmas Eve, she logged but  290 miles and did not  arrive at New  York until 1:10 a.m. on  the 28th. 

In 1885,  Servia  completed 10 westbound crossings and 9  eastbound crossings. 

Servia passenger list, 2 October 1886, Liverpool to New  York.  Credit: eBay  auction photo.

1886

Splitting  a  year  for the first  time on a  round voyage,  Servia left New  York at 4:43 p.m. on  2 January  1886  for home with a predictably  light  compliment for the  season: 89 saloon, 25 intermediate and  111 steerage as well  as 245 bags of mail, including Australian mails transhipped via San Francisco and  $135,000 in specie.  Making Queenstown at 12:20 p.m. on the 10th and after landing some passengers  and the Irish  mails,  she proceeded to Liverpool, arriving the following day.

When Servia (Capt. McKay) departed Liverpool on  16  January 1886  on her  first westbound crossing  of the  year,  she took out the American mails originally consigned  to  Germanic  which ran aground  on the Cheshire  shore  of  the  Mersey on the  14th.  Although  soon  refloated, it was felt prudent to  transship her mails to the Cunarder in case Germanic was  found to be damaged. Clearing Queenstown at 2:00 p.m. on the  17th,  Servia  left with 200 passengers and 656 bags  of mail.   After  "a very stormy voyage," and further  delayed  coming into harbour  on account of  fog, she  arrived at New York at 9:00 a.m. on the 26th, ironically  the same day  as did Germanic!

Credit: New York  Times, 31 January  1886.

Going out at the same time  from their  respective piers on either side of  the North  River,  in a heavy snowfall and in thick mist, just before 2:00 p.m. on 30 January  1886, Servia and Red Star's  Noordland  managed to collide with one another in less than perfect conditions:

Shortly before 2 o'clock yesterday afternoon, while snow was falling thickly and a heavy mist hung over the harbor, the Cunard steamship Servia, for Liverpool, left her pier at the foot of Clarkson-street and headed slowly down the North River. When she was about opposite the Jersey City ferry slips the Red Star steamship Noordland, for Antwerp, was seen slowly backing out from the Jersey shore. At first it looked as if the Servia would easily clear the Noordland, but the two vessels slowly drew nearer and nearer each other. 

When the men in charge of the steamers for the first time realized their danger whistles were blown vigorously, and both vessels reversed their engines. But it was too late. The headway which they were under was sufficient to bring them together with a solid crash. The Servia struck head on against the starboard quarter of the Noordland. A hole 10 feet wide and 15 feet deep was knocked in the Red Star steamer just forward of her sternpost. 

The passengers of both vessels rushed on deck in alarm. The Noordland gave a heavy list to port and then righted, while the huge stem of the Servia rebounded and gave her another blow in the quarter, but much lighter than the first one. The Noordland swung around and scraped against the port side of the Servia. An instant later the Noordland swung clear of the Servia and came to a standstill. 

The alarmed passengers on the Noordland saw the Servia, apparently uninjured, drift slowly away until her outlines could alone be seen looming up in the mist and snow. The Noordland was not leaking, the lower edge of the hole in her quarter being some eight feet above the water mark. Capt. Nichols saw that it would be impossible for him to proceed with bis vessel in her disabled condition, so he headed her back toward the Red Star Line dock. The steam steering gear had not parted, although it was working stiffly.

The Servia dropped anchor off Bedloe's Island and Capt. McKay examined the bows of his veesel. He found that the outside plate of the forward bawse pipe on the starboard side bad been broken, and that two of the iron plates above it had been bent in but remained unbroken. With the exception of a few scretches the bows showed no other evidence of the collision. Vernon H. Brown, agent of the Cunard Line, went out to the Servia in a tug and held a consultation with Capt. McKay. It was decided to put a wooden plug in the broken hawse pipe and to use the after hawsepipe on that side until Liverpool was reached. Although the Servia was in a condition to resume her voyage at once it was too late tor her to cross the bar with the afternoon's tide. She will remain at anchor until this afternoon and then proceed down the Bay.

Capt. McKay said that the mist became thicker suddenly after the Servia had left her dock. The vessel proceeded at slow speed. When the Noordland was seen backing toward them Capt. McKay sounded two whistles, which he says were unanswered by the other vessel. The Servia was keeping as close to the New- York shore as it was advisable for her to go under the circumstances, Agent Brown said that be would not undertake to explain the cause of the mishap. He thought, however, that the blame did not lie with the Servia. Her Captain and pilot were both on the bridge at the time of the accident. The latter was in no way responsible for the collision.

The New York Times, 31 January 1886.

Servia's minor  damage (confined to two bent plates on her starboardside) was repaired  in time  for  her to depart from New York  at 3:30 pm. on 31 January 1886, taking out the  Australian mails which arrived in  time  to be put  aboard  here rather than on Alaska and thus  reach England  48 hours sooner. She went out with  107 saloon, 24 intermediate and 45 steerage passengers as well as $57,000 in specie. Coming into Queenstown at 10:00 a.m. on  8  February, Servia  docked at Liverpool the  next day.

From Liverpool  13 February  1886 and Queenstown the next day (sailing  at 12:45  p.m.), Servia  went out  with 440 passengers (128 saloon) and 452 bags of  mail  for  New York where she arrived at  11:00p.m. on the 21st.  Coming off Quarantine,  the  pin in the 45-fathom shackle of  the cable dropped out and  she lost the anchor and cable and had to use her  remaining  anchor. Cunard offered  a $500 reward for the recovery of  the anchor and cable. 

Departing  New  York on 28 February 1886, Servia  had 217 passengers,  including 122 saloon, and arriving at Queenstown at  3:00 p.m. on 8 March where, after  landing 15 passengers and 487 bags of mail,  she cleared  for Liverpool, reached  the next day. 

With the immigrant season  in full  swing, there  were only 114 saloon passengers among  the total of 680 embarking in Servia  at Liverpool on 14 March  1886 and she  took out 433 bags  of mail.  She cleared Queenstown the next day and  arrived  at New  York  at 11:00 p.m. on the 21st and docking the  next morning.

Casting off from Pier 40 on 27  March 1886 for Liverpool with  151 saloon, 24  intermediate and 82  steerage passengers, 263  bags  of  mail and $236,000 in specie, Servia  made Queenstown  at 6:45 a.m. on 4 April, landing  the Irish  mails and a few passengers before continuing on to  Liverpool.

On clearing  Queenstown at 1:00  p.m. on 18 April 1886 (from Liverpool on the 17th),  Servia had a large list of 850 passengers, including 130 saloon, and 520 bags of mail for New York.  Putting in a fine passage across, logging 7 days 3 hours to Sandy  Hook, she  arrived at noon on the  25th.  Among those aboard were Cornelius  Vanderbilt and Cornelius Vanderbilt, Jr. 

Having aboard 218 saloon, 48 intermediate and 141  steerage passengers, 321 bags of mail  and $250,000 in  specie,  Servia sailed  from New York at 5:00 p.m. on 1  May  1886 on what proved to a most  tragic passage when she  was suddenly  hit  by  two  tremendous seas on the 2nd:

The Cunard Royal Mail steamship Servia, which was due at Queenstown early on Sunday, from New York, did not arrive until yesterday morning. She reports that on last Sunday week, the day after sailing, at 6.30 a.m., two gigantic seas suddenly arose, dashed over the port bow, and five of the crew who were standing on the forecastle deck were washed down on to the main deck, one of them named Thomas Brown being killed instantly. Frightful injuries about the skull were inflicted on Thomas Reilly who died last Saturday. The three other sailors were badly bruised, and have been placed under the care of the surgeons.

Strange to say, the weather at the time was not boisterous, and the sudden rising of such enormous seas appears to be a most extraordinary event. Luckily the disaster occurred when all the passengers were in their berths.

The Herald, 11 May 1886.

An illustration of the recent severity of the weather at sea has been furnished by the report of a lamentable accident on board the Cunard steamer Servia. On the 5th inst. several men were engaged on the forecastle head, when a mountainous sea broke over the vessel, hurling them to the main deck in its resistless course, and dashing them against the bulwarks. A seaman named Brown was killed instantaneously, and another named Reilly was so severely injured that he only survived a few days.

Liverpool Daily Post, 11  May 1886.

Dressed overall, Servia lay in a prominent  position in the  Mersey to  be  seen by H.M. the Queen on the  occasion of her visit  to Merseyside on 12 May  1886, from aboard Claughton, along with City of Rome,  Republic,  The Queen,  City  of Chicago  and England. 

The westbound Servia  passed out  of the  Mersey  on 15 May 1886 and Queenstown the  next day at 1:30 p.m., having aboard 665 passengers and 520 bags of mail. She got  into New York at 4:00 a.m. on the  24th.

Among those  embarking Servia at New  York on 29 May 1886 were Sir Edward Guiness, Lady Guiness  and  Reginald  Guiness, and in all she went out with 725 passengers (432 saloon), 347 bags of mail and an astonishing $1,938,000 in specie. All were safely delivered and she  got into Queenstown at 5:56 a.m. on 6 June. 

Credit: Liverpool Daily Post,  11  May 1886.

Servia's  12  June 1886 sailing from Liverpool was marred by  the  death of a crewman,  John Houston, of  Scotland, who  fell from one of  the yards as the ship  was passing down the Channel, and died from drowning. He had been recently acknowledged for his heroism in the sinking  of Oregon in New  York Harbor and credited  with saving three  lives.  

The Cunard steamer Servia, which arrived at Queenstown yesterday en route to New York, reported that whilst proceeding down Channel on Saturday evening A sailor named John Houston, belonging to Scotland, fell from the foreyard into the sea, distance of 150ft. Another seaman named Gordon, with great pluck, jumped after him from the forward bridge, 75ft. high, in presence of 450 passengers, who witnessed the occurrence with breathless agitation. Life buoys were thrown to the immersed seamen, and the Servia's engines reversed full speed. A boat was quickly lowered, and succeeded in picking up Gordon floating on a life buoy in an exhausted state.

Houston must have been hurt internally from the great fall, as he lay on the surface of the water motionless for some time, and then sank without making any struggles for life. Gordon was within eight yards of the drowning man when he became exhausted, and seized life buoy. Great gloom was cast over the ship by the melancholy event. Houston was a great favourite, and distinguished himself during the Oregon disaster in diving under the water to the hole caused by the collision and saving three lives.

The Herald, 14 June 1886.

On departure from Queenstown at  1:00 p.m. on 13 June  1886, Servia had aboard 500 bags  of mail but her passenger count  was not  recorded and she arrived  at New York very early on the 21st.

Sailing from New York at 2:00 p.m. on 26 June 1886, Servia had a  good  list of 402  saloon, 31 intermediate and 178 steerage passengers  as well as 382  bags  of mail and $600,000  in specie. Arriving  at Queenstown at 8:50 a.m. on 4 July, she landed all her  mail there and 106 passengers before sailing for Liverpool, docking there the next day.  

High summer of  1886 saw Servia  steaming westwards from the  Mersey  on 10 July  and from Queenstown the next day at 1:15 p.m., going out  with 145 saloon passengers and 492  bags of mail. She got into New York at 4:00 a.m. on the  19th.

There were 202 saloon, 43 intermediate and 130 steerage tickets  sold for  Servia's 24 July 1886 sailing from New York and clearing there at 1:00 p.m., she also went out  with 242 bags of  mail and $150,000 in specie.  Queenstown was reached  at 11:53 p.m.on the  31st where 75  passengers disembarked before she  resumed passage for Liverpool.

"With a large number of passengers, including 230 saloon and  495 sacks of mail, " (The Herald, 9  August)  Servia  cleared Queenstown for New York at 1:30 p.m. on 8 August 1886. Among those aboard was the  delegation from the  Irish  Parliamentary Party, en route to  the Chicago  convention of  the Irish National League  of America.  Servia arrived  at New York at 2:48 a.m. on   16th and her  Irish delegates welcomed  by their  supporters who  had spent  the previous  day waiting  her  expected  arrival. 

Servia left New York on 21 August 1886 with 249 passengers, mails and $178,000 in specie and arrived at Queenstown at 9:30 a.m. on 29th and Liverpool the next day. 

From Liverpool on 4 September 1886 and Queenstown on the  5th (departing there at 1:10 p.m.), Servia made New York at 3:00 a.m. on the  13th.

Taking leave of  New York at 10:00 a.m. on 18 September  1886, Servia went out with 120 saloon, 34 intermediate and 125  steerage passengers as well as $154,250 in gold dollars.  She got into Queenstown at 5:10 p.m. the  25th and Liverpool the following day. 

"With passengers and 511  sacks  of mail,"  Servia cleared Queenstown at 1:00  p.m. on 3 October 1886, having left Liverpool  the previous day and  arriving at New  York  on the  10th

Clearing New York at 9:00  a.m. on 16 October 1886, with  136 saloon, 123 intermediate and 26  steerage passengers, 62 bags of mail and $170,000  in specie, Servia arrived  at Queenstown at 8:45 p.m. on the 24th and Liverpool the following day.  

Servia left Liverpool on 30 October 1886 and Queenstown at 1:10 p.m. on 1 November "with  a full complement  of passengers and 538  sacks of mail" and made  New  York at 2:45 p.m. on the 8th

Among the 98 saloon, 15 intermediate and 105  steerage passengers embarking  in Servia at  New York on 13 November 1886 was Irish  novelist  Bram Stoker.  Going out  at 8:00  a.m., the Cunarder  also had $129,000 in specie and made Queenstown at 6:35  p.m. on the  20th and Liverpool  on the 21st.

Cunard were  coy in their  sailing announcements  and it  was the usual "with  a  full compliement of passengers"  aboard Servia upon her 27 November 1886 departure from Liverpool and Queenstown the  next  day,  at 1:00 p.m. for  New York along  with 534 bags  of mail.  On arrival at New York   at 8:20 a.m. 6 December,  the New York  Tribune cited  her  having 178  saloon and 420 steerage passengers aboard. 

The Mersey-bound Servia  cleared New York  at 8:00 a.m. on 11 December 1886 with  114 saloon, 89 intermediate and 413 steerage passengers and $87,00  in specie. Making  a fair passage  for  the time of year, Servia came into  Queenstown at 12:20 p.m. on the  19th  and Liverpool  the  next day,  in plenty  of time for Christmas and for her  officers and crew, rarely  enjoyed at home and over  a prolonged  stay coinciding with  her annual refit.

In 1886,  Servia  completed 12 westbound crossings and 13  eastbound crossings. 

Servia lithograph. Credit: The Mariners' Museum.

1887

Initially to have  resumed service on Liverpool  on 29 January 1887 and then on  5 February, Servia (Capt. McKay)  did not make her first  crossing to New York  that  year until  12  March, departing  Liverpool at 11:00 a.m. and from Queenstown at 1:30 p.m. the next day "with  a large number  of passengers and 630 sacks  of mail,"  reaching New York  on the 21st.

Amid war scares with  Russia  over Afghanistan, Cunard offered many of  their ships  to the  Admiralty for  sale  or charter for  use  as armed merchant  cruisers  or transports and on  the 18th, Servia was included  in  list of those vessels with  a stated value for sale of £193,000 or  a charter rate of 15 shillings per  gross ton per annum.   In  the event, she  was  not called up  although Cunard's Etruria and Umbria were chartered as was Oregon. 

With 100 First, 14  intermediate and 78 passengers as well as 428 bags  of  mail, Servia  sailed  from New York at 9:00 a.m. on  26 March 1887 and made Queenstown at 9:15 p.m. on 2 April, proceeding  to Liverpool after half an hour and  arriving  there the  following day.

The  suit brought by  the  Red Star Line  against Cunard Line  relative to  the collision  between Servia and Noordland, claiming  $50,000  in damages, was dismissed  in court in New York on 5 April 1887 and awarded costs to Cunard. 

Leaving Liverpool  late on the morning of  9 April 1887, Servia called at Queenstown at 6:00 a.m. the following morning  and proceeded  to New York  at 12:55 p.m.,  arriving on the  17th.  Among those landing was England's champion oarsman,  27-year-old George Bubear, who was met by the American champion  Wallace  Ross against whom he  planned  to race during  his stay.  

Clearing New York at hour late at 5:00 p.m. on 23 April 1887 owing to  a dense fog  prevailing  most  of  the  afternoon,  Servia numbered among her passengers comedian W.J. Florence who was seen off by a large party  of admirers and friends whilst another passenger, Miss Geraldine Ulmar, who "carried away  with enough flowers, sent on board by  her admirers, to fill the  stateroom." (New York Tribune). Going out with 162 First, 44 intermediate and 115 steerage passengers and 170 bags of  mail, Servia reached Queenstown at midnight on  1 May, she arrived  in  the Mersey late that day. 

Late on the  afternoon of  7  May  1887 Servia  commenced her  next crossing  to New York and following her  call at Queenstown the  next day, cleared there at 1:25 p.m. for  New York where she docked on the 16th. She and Guion's  Arizona literally made the whole of  the crossing together:   

The steamship Arizona, of the Guion Line, and Servia, of the Cunard Line, which left Queenstown about the same time, May 8, arrived at Quarantine yesterday within an hour of each other. During the entire voyage the two kept constantly in sight of each other. By night each other's lights could always be seen, and at day either the spars or the smoke of one vessel could be seen from the decks of the other steamer. The passengers on the Servia were constantly leave watching the Arizona, which they hoped to behind. while the people on the rival boat regarded the Servia with similar interest.  Such close voyage rivalry has between ocean greyhounds during a voyage  has never occurred  before.

New York Times, 17 May 1887.

Among the 284 First, 87  intermediate and 213 steerage passengers sailing in Servia from New  York at 7:00 p.m. on 21 May  1887 was former San Francisco Mayor Walter Buckley.  Queenstown was reached at 4:00 p.m. on the  29th where she landed all her mail and a number of passengers before continuing  to  Liverpool where she arrived the  next day. 

Departing Liverpool on 4 June 1887, Servia had aboard 890 passengers, including 130 First Class)  on  clearing Queenstown the  next day at 3:40 p.m., getting into New York on the  13th, crossing  the Bar at 11:00 a.m..

Sir Alexander and Lady  Galt, Lord and Lady Stafford and San  Francisco Mayor Frank L. Unger were among the 647 (442 saloon) passengers embarking  Servia for Liverpool  on 18 June  1887.   Calling at Queenstown at 11:30 a.m.  on the  26th, Servia arrived at Liverpool on the  27th. During the voyage, the Jubilee  of H.M. Queen  Victoria was  celebrated aboard on the  21st:

The Jubilee was celebrated on board the Cunard steamer Servia in a manner remarkable for enthusiasm and novelty. Over 440 saloon passengers, mostly Americans, assembled in the saloon three o'clock on the 21st inst., at the invitation of the British passengers on board the steamer, to drink in champagne to the health of her Majesty. The invitations were printed on board, and were issued by a committee comprising the Marquis of Stafford, Sir Alexander Gait, Senator Sanford, of Canada, H. Wilber, W. O. Callender, W.F. Hurndale and Charles Lancaster. The toast of the Queen's health was received with load cheers, and the National Anthem was sung with immense spirit. The toast of the President of the United States followed, and was received with like enthusiasm… The ship was gaily dressed with flags, and a display  of fireworks in the  evening concluded the celebration. A Jubilee concert was afterwards held, at which  a large amount was subscribed for the Home for Aged Seamen at Engremont.

Liverpool  Daily  Post, 28 June 1887.

Credit:  New York Times, 12 July 1887.

Returning from attending Queen Victoria's Golden Jubilee, Hawaii's Queen Kapiolani, Princess Lilinokalani and  party were among  the  passengers embarking Servia  at  Queenstown  on  3 July 1887 and afforded a Royal 21-gun salute  from  the guardship  Revenge on departure at 1:10 p.m.  Servia  went out with 380  passengers, including 130 in saloon, and arrived at New York at 6:00 a.m. on the 11th.  Amid news of  a revolution in  Hawaii, Servia, flying the Royal Standard at her masthead, came in amid  considerable ceremony:

Just as the light was breaking in the east yesterday morning,  the Cunard steamer Servia, with the Hawaiian royal party on board, a sighted off Fire Island. At 9:20 o'clock she passed Sandy Hook and shortly afterward the mailboat came alongside the great vessel and bundle of letters and newspapers was thrown aboard. Her Majesty Queen Kapiolani and the Princess Laluokalani and suite were on deck enjoying the bracing breeze and gazing admiringly at the beautiful aspect of the great Bay in the morning sunlight. The Queen, who was attired in a simple close-fitting black dress and bonnet to match, was leaning idly on the rail with a some what wistful look in her large lustrous eyes, as though wishing the whole tiresome journey was ended and she was about to land upon the soil of her own insular realm. Her Majesty's reverie suddenly broken by Gen. Iaukea, the royal Chamberlain, who had a copy of  The Times in his hand containing an account of the supposed revolt and overthrow of the Cabinet in Hawaii.

Although greatly surprised at first, the Queen quickly recovered herself and assumed an air of unconcern,. The remainder of the party treated the ominous news with equal indifference, and turned their attention first to the perusal of their private letters and then to the manœuvres of the Quarantine bout, which was rapidly approaching with the Health Officer. Half an hour later the revenue cutter General Grant, which had been laying to off Stapleton all night awaiting the Servia's arrival, came alongside with the Hawaiian Minister, H. A. P. Carter, and Sevellin A. Brown, chief clerk of the State Department at Washington, and Col-General Allen on board. Mr. Brown bore messages of greeting 'from both President Cleveland and Secretary Bayard. The smiling faces of Collector Magone and Deputy Surveyor Whalen could be seen beneath the awning on the after deck of the Grant, and when the grapnels had been made fast they struggled manfully with the musical Aloha Oe, the Hawaiian words of welcome, which Mr. Carter had taken great pains to teach them during the long hours of the night. The royal ensign of Hawaii was hauled down from the Servia's masthead, and in a few minutes the Queen and her entire suite were transferred to the deck of the Grant. Then the hawsers were slipped and the little cutter steamed up the Bay, with a parting salute from the cannon at her bow. The flags of the Servia were dipped three times in response, while the passengers cheered and waved their handkerchiefs in farewell. The royal flag was hoisted to the foremasthead of the Grant, when abreast of the lighthouse, and the colors of the Secretary of State were flung to the breeze from the mizzen gaff.

In expectation of seeing the Queen's party landed there a large crowd had gathered at the Battery, but the cutter continued on up the Hudson and anchored off the Weehawken docks. A thundering salute of 21 guns belched forth from the side of the United States man-of-war Minnesota just as the Queen stepped down the gangway into the steam launch which was to convey the party to the shore at the foot of West Twenty-sixth-street. There they found three carriages which had been waiting several hours and were rapidly driven to the Victoria Hotel.

New York Times, 12 July 1887.

The Earl and Countess of Aberdeen were among Servia's passengers sailing  from New York at 4:00 p.m. on 16 July 1887 with the  band of  the 69th  Regiment "playing a selection of  music" during  the  Earl's embarkation.  Chauncey M. Depew, of  the  New  York Central Railroad, was supposed to sail as well but  postponed his departure.  Servia made Queenstown at 11:20 a.m. on the 24th and Liverpool the next day.

From Liverpool on 30 July 1887 and Queenstown on 1 August, Servia sailed for New York with 730 passengers, including 190 saloon, among them John W. Mackay,  the  trans-Atlantic cable magnate, who  was  met on arrive  off Quarantine at 10:00 a.m.  on the 7th.  "Mr. Mackay's valet imparted the valuable information that the voyage had been pleasant one and that Me Mackay was in splendid health." (New York Tribune, 8 August 1887). Servia had put  in a fine passage of 7 days  1 hour 27 mins. 

Among  those aboard Servia on departure from New  York  at 2:00 p.m. on 13 August 1887 were the  Count and Countess Kearney and altogether she went out with 101 First, 26 intermediate and 129 steerage passengers and 76  bags of mail, reaching Queenstown at 6:40 a.m. on the 21st and Liverpool the next day. 

Credit:  New York Tribune, 6 September 1887.

Off again westward on 27 August 1887, Servia had 630 passengers, including 530 saloon, including a party  of English amateur athletic champions, The Thakore Shabib, ruler of  the State of Morvi, India,  U.S. Senator Spooner of Wisconsin and General Simon Cameron, on departure from Queenstown the  next day  at 1:00 p.m.. In all, her 532 First, 99 intermediate passengers constituted a record carried to date that season, besting Umbria's record of 614 cabin passengers.  On arrival  at  New York at noon on 4  September, the New  York  Tribune reported that "a great majority of the 631 of the  Servia's passengers spoke  of  the trip  as  the  roughest and most unpleasant summer voyage they had ever  had between this  port and Europe."  The paper's interview  of Sen. Spooner assumed a prescient quality:

How was the home passage?! 

'We had a rough time of it. There were over a thousand persons, crew included, on the Servia. In studying the equipment, I found that the lifeboat accommodations were for only 600 persons. I think that ought to be regulated by law, and I shall see what can be done about it when I get back to Washington this winter. I could not help thinking what would hap en in the mad struggle of a thousand to get into those boats. I wondered, too, what the young fellows who were promenading the decks with the girls would do to save the women in case of disaster.'

New York Tribune, 6 September 1887.

Having aboard 108 First, 50 intermediate and 126 steerage passengers, Servia left New York at 1:00 p.m. on 10 September 1887 and getting into Queenstown  at 9:20 a,.m. on the 18th, she  landed all 419 bags of  her mail consignment and some passengers before continuing to  Liverpool.

Servia departed Liverpool  on 24 September 1887 and Queenstown the following day to arrive New York at 1:53 a.m. on  3 October with 607 passengers aboard. 

With 154 First,  41 intermediate and 167 steerage passengers and 116 bags of mail, including the  Irish mail from the Antipodes transhipped via San Francisco,  Servia cleared New York at 11:00 a.m. on 9 October 1887. After calling at Queenstown 7:35 p.m. on the 16th, she proceeded to Liverpool, arriving  there the  next day. 

Embarking her  passengers off Prince's Landing  Stage at noon on 22 October 1887, Servia had a total of 870 passengers, including 200 saloon, on departure from Queenstown  the next day  at 1:20 p.m. and  made New York at 7:00 a.m. on the 30th. 

The Mersey-bound Servia  cleared New York at 10:00 a.m. on 5 November 1887 with 380 aboard  including 90 saloon and reaching Queenstown at Queenstown at 4:00 a.m. on the 13th, arrived at  Liverpool  the next  day. 

Among those embarking Servia  at Liverpool 19 November 1887 was a party of  British women emigrants, under  of the auspices of Mrs. Edward  Parker of  the Home Lea, Warrington, bound for  domestic  positions  in  Pasadena, California. Clearing Queenstown for  New York  at 1:10 p.m. the next day, Servia  got  into New  York on  the  28th.  

Destined  for the Pope's Jubilee in Rome, Archbishop Patrick J.  Ryan of Philadelphia  and Bishop Stephen Ryan of Buffalo, headed Servia's eastbound passenger list of 3 December 1887 of 88 First, 45 intermediate and 417 steerage and she also  took 104 bags  of  mail.   Servia made Queenstown at 2:30 p.m. on the  11th and after landing  the Irish mails and some passengers, proceeded to  Liverpool  to conclude her final crossing of  1887.    

In 1887,  Servia  completed 10 westbound crossings and 10  eastbound crossings. 

Servia breakfast menu, 17 January 1888. Credit: eBay auction photo.

1888

There was  to be no longish winter break for Servia at the start of the  year. Departing  Liverpool on her first  voyage of  the  year on  14  January and from Queenstown the  following day  at  1:00 p.m and due on the 22nd, she finally  got into New  York on  the 24th and did not dock until the following day after a difficult crossing not atypical of the season and made worse when she ran aground in the  Swash Channel on approach  into the harbour:

The Cunard steamship Servia would probably have arrived on Sunday, If she had not met with the adverse weather that has delayed all west-bound vessels for the last two weeks. She was not seen off Fire Island until nearly 11 o'clock on Monday night, and was unable to work in across the bar at high tide yesterday morning because of the heavy ice. She crossed the bar between 2 and 3 p. in. yesterday, but the northwest winds made the water in the lower bay shallower than usual and she grounded in the Swash Channel. There she stuck and could not be floated at high tide at 4:30. She will probably come off when the wind goes down.

New York Tribune, 25 January  1888.

The Cunard steamship Servia reached the Bar late on Monday night, but did not attempt to cross until yesterday afternoon. She then went aground in the Swash Channel, northeast of Black Buoy 3. Word was sent to the city, and the tug Pulver went down to render assistance if possible. She brought up the mails, but the tide was very low owing to the heavy north westerly wind, and the steamer could not be got off. This morn ing three or four tugs will be sent down, and Vernon H. Brown, the agent of the Cunard Line, thinks she will be floated without difficulty. The steamer lies in a good position, and is in no danger. The tide unusually low at 8:40 o'clock, when the accident occurred, not rising more than a foot. If the tide this morning 18 not higher some of the cargo will have to be taken off.

New York Times, 25 January  1888.

Successfully refloated on at  3:00 p.m. on  25 January 1888 with the  assistance of two tugs, Servia finally came up  to  her North River pier only to foul National Line's Helvitia's bowsprit when being docked but  was  backed  out successfully  and finally made fast alongside without  further  incident.

With 154 passengers aboard,  Servia  left New York at 8:00 a.m. on 28  January 1888 and made Queenstown on  4 February.

There were 423 takers for Servia's 11 February 1888 sailing from Liverpool and Queenstown on the 12th and she  cleared the Irish port at 1:00 p.m. for New York where she arrived  without  incident at 7:47 p.m. on 18th. 

Departing New York on 25 February 1888, Servia paused  at Queenstown at  5:15 p.m. on 5 March, landing  all her mails and some passengers before  resuming passage  to Liverpool, arriving there the  next day. 

From Liverpool on  10 March 1888 and Queenstown the next day,  Servia arrived at New York  on  the 19th with the jurist Hon. Cecil Baring among her passengers. 

Servia cleared New York  at 5:00 p.m. on 24 March  1888 and in addition to passengers, carried the Irish  mails  from the  Antipodes transhipped from San Francisco.   Pausing at Queenstown at 8:40 a.m. on 1 April, she  proceeded to Liverpool,  arriving  there  the following day. 

With a record 1,180 passengers, Servia passed out  of Queenstown at 1:00 p.m. on 8 April 1888, a day  after departing Liverpool.  She arrived at New  York  on the  15th.

Liverpool-bound, Servia left New York at 3:00  p.m. on 21 April 1888 With  169 First, 27  intermediate and 132 steerage  passengers and  125 bags of Irish mail.  Getting into Queenstown at 12:30 a.m. on the 29th, she arrived at Liverpool late the same day.   

Having left Liverpool on 5 May  1888 and  Queenstown at 1:40 p.m. on the 6th with 113 First, 90 intermediate and 900 steerage passengers and due to arrive at New York on the 14th, there was a wild rumour circulating that  Servia  "had  foundered at sea," which was discounted by  the New York Tribune on the 14th, "the Servia is a staunch vessel and would have encountered any severe weather on this  voyage," while the New York Tribune  added:  "No anxiety was felt here yesterday because of the cablegram in a morning paper announcing that it was rumored in London that the Cunard steamship  Servia, which sailed from Liverpool May 5, had gone down. The Servia seldom lands her passengers on Sunday, and frequently does not reach this port before Monday, so that she is not at all overdue. No incoming vessels yesterday reported heavy weather."

The Cunard steamer Servia, which was reported cable from London as having been sunk on her by from Liverpool, arrived at the bar early passage yesterday morning and was at her dock by 9 a. m. As far as could be learned, all on board were well, and there was not the slightest foundation for the rumor which caused much anxiety to persons having friends on board the ship. The officials of the Cunard Line in this city stated that the ship had only been detained a few hours by fog and was not behind her time of arrival.

Vernon H. Brown, who is the company's agent, discounted the report of her loss and said that the representatives of the company here had no anxiety as to the safety of the ship.

New York Tribune, 15 May 1888.

Proving the rumours of her demise untrue in the most certain way possible, Servia arrived at New York at 6:49 a.m. on 14 May  1888.

On clearing New York at 1:00 p.m. on 19 May 1888, Servia  had 254 First, 74 intermediate and 231 steerage passengers aboard and on arrival at Queenstown at 5:30 a.m. on the 27th,   she landed all her mail and a fair  number of passengers before continuing  to Liverpool. 

With an excellent compliment of 1,060  passengers (including 106  saloon)  on her  departure  from Queenstown at 12:50 p.m. on 3  June 1888 (from Liverpool  the previous day), Servia steamed westwards once again to New York where she arrived on the 10th.

Clearing New York at noon  on 16 June 1888  with  the Irish mails and Charles Dickens (son of the  famous novelist), wife and daughter among her 335 First, 83 intermediate  and 210 steerage passengers, Servia was but one of eight Atlantic  liners  departing that day, "carrying upwards of 2,000  people eager to risk the  woes of seasickness for  the pleasure  of escaping the sultry heat and  obtaining  the benefit of the sea breeze  and a change of scenery  and  climate more  congenial than may  be  expected  here  in the  next two months. The Cunard Line pier  was crowded with  the friends  and admirers of Charles Dickens, son  of  the famous  novelist,  who accompanied  by  his wife and daughter,sailed  for their native land  on the  Servia. " (New York Tribune).   At Queenstown at first light  on the  24th, she landed 106  passengers and her  mails before resuming passage  to Liverpool.

With 500 passengers (including 120 saloon) for New York, Servia cleared Queenstown at 1:00 p.m. on 1 July 1888 (Liverpool the previous day) and reached New  York at 5:00 a.m.  on the 9th after a protracted crossing occasioned by rare (for the season) bad  weather across with strong  westerlies and heavy seas.  Servia, La Normandie  and Arizona were all due in New  York on the 8th.  One passenger, Henry  Powell, aged  66, of Cincinnati, leapt overboard and was drowned on the  evening of  1  July shortly after departure from Queenstown, "in  a  fit of  temporary  insanity."  He was travelling  with his daughter, and left a letter to Capt. McKay asking  him to look after  her, thus  confirming his intention to take his life.  

Among the 685 passengers (313 saloon)  sailing  from New York on 14 July 1888 was a party of excursionists,  half of whom belonged to Dr. Talmage's Tabernacle, on a seven-week tour  of  Britain  and the Continent.  On arrival at Queenstown at 3:00 a.m. on the 22nd, all her mails and  108 passengers  were landed before proceeding  to Liverpool where Servia arrived late that  same day. 

Sailing  from Liverpool on  28 July 1888 and Queenstown at 1:15 p.m. the following day, Servia  headed westward  with  590 passengers, of whom 170 were in saloon, arriving at New York at 6:35 p.m. on 5  August.

With a passenger list comprising 88 First, 41 intermediate and 162 steerage,  Servia cleared her New York  pier at 10:00 a.m. on  11 August 1888, reaching Queenstown at 7:35 p.m. on  the 18th, landing the Irish  portion of her mails and some passengers before  resuming passage to Liverpool. 

Business was  good  that summer and there were 440  saloon fares booked out  of the total of 730 tickets for Servia's westbound departure of 25 August 1888 and from Queenstown the  next day, clearing there at 1:30 p.m..  Arriving  at New  York at 6:00 p.m.  on 3 September in company  with Anchor  Line's Furnessia, the  two came in with  600 cabin passengers between them as  the  great late summer exodus  from  Europe was in full  swing. 

Servia's 8 September  1888 sailing from New York attracted scarce press mention or mentioned passenger numbers  which given the time of year must  have  been scant indeed. Arriving at Queenstown  at 2:10 a.m. on the 16th and  proceeded  to Liverpool to arrive there late the same day. 

The rush home from Europe continued and there were 685 aboard, including 350 saloon, Servia from Liverpool  on 22 September  1888 and Queenstown the  next day, for New York.  Among those aboard was Richard Barker,  the  famous  stage manager for  Gilbert & Sullivan, as well as the Daly Company of comedians. Servia had her gangways  down at her New York  pier by 2:30 p.m. on the 30th, "after  a  quick and  pleasant trip." 

With 95 First, 60 intermediate and 203 steerage passengers, Servia  cleared New York for the  Old Country at 7:00  a.m. on  6 October 1888.  Part of her 527 bags of mail was the Australasian mails transhipped via San Francisco and she arrived at Queenstown at 9:30 p.m. on the 13th and Liverpool the next day. 

Servia left Liverpool  on 20 October 1888 and waited 20 minutes for the late  arriving mails at Queenstown the next day, finally getting away at 1:25 p.m. with 575 passengers including 145 saloon. New York was reached on the  28th.

With  the  typical sparse list for the time of year, Servia had but 72 First, 31 intermediate and  181  steerage passengers from New York on 3 November 1888 at 7:00 a.m..  Once again, she  carried the  Australasian mails for Ireland, transshipped  via San Francisco, which were duly landed on arrival at Queenstown at 4:47 p.m. on the 10th along with  some passengers, before  carrying on to Liverpool.

Servia  cleared the  Mersey on 15 December 1888 and  on departure from Queenstown  the  next  day  at 1:40 p.m. went  out  with  "a large number  of passengers, including 90  saloon."  She got into New York at noon on Christmas Day. 

Bridging the Old and New Years as well as the  Atlantic, Servia  left New York at 5:00  p.m. on 29 December  1888 with 73 First, 48  intermediate and  157  steerage  passengers, 789  bags  of mail  and $300,000 in specie.  

In 1888,  Servia  completed 12 westbound crossings and 11  eastbound crossings. 

Servia passenger list, 25 June 1889, New York to Liverpool. Credit: eBay auction photo.

1889

Making her first arrival in the  New Year, Servia got into Queenstown on 6 January  1889 at 5:50 p.m.. Her consignment of  specie was reported to consist of silver bars worth $384,100.  Landing all of her  mail there and  some passengers before resuming passage to Liverpool,  she returned  to her  homeport the  following day.

Westbound for  the first time in  1889,  Servia cleared Liverpool on 12 January 1889 and Queenstown at 1:15 p.m. the  next day for  New   York with 355 passengers, including 112 saloon and among  them prima donna Madame Albani and her concert party, bound  for engagements in Canada and the United  States. On  arrival at New York on the 21st,  the  New York Times described the voyage as  "Though  the weather  had  not  been  exceptionally  severe  there  was scarcely a pleasant day during  the  voyage from start to  finish. Miss Albani was ill  throughout  the voyage  and had to  be  helped  down  the gangplank by her husband and John Lavine,who welcomed the  party  at  the  dock."

Departing New York 26 January 1889 with  110 First, 20  intermediate and 110 steerage  passengers, 760 bags of mail and  $821,000 in  specie,    Servia  arrived at  Queenstown at 1:46 a.m. on 3 February  in dreadful weather, a hurricane being followed by  a blinding snowstorm: "The Cunard steamer Servia arrived off the harbour early  yesterday morning, but it was  impossible to transfer the mails to the  tender, and the  Servia was forced to run for  shelter into the  harbour." (The Herald, 4 February).   In the  end, she was able to land her mails and passengers  inside  the lee of the harbour and proceeded to Liverpool.

A seamen's strike in Liverpool delayed Servia signing  on a crew for her 9 February 1889 crossing to New York until the 6th but she  was able to get a full crew and sailed on schedule. On clearing Queenstown the  next day  at 1:10  p.m., she  went out with 423 passengers including 95 saloon.  Alas, the firemen who had been  engaged were "green" in experience and as it proved, soon green in the face, too, and many  were hopelessly seasick as well as inept, resulting in  producing of Servia's  slowest crossing  to date. Due at  New York on the  17th, she did not arrive until  11:00 p.m. on the 20th:

The Cunard steamship Servia was 9 days 14 hours and 15 minutes coming from Queenstown to New York, the longest voyage she ever made. Her long voyage was caused by a 'labor disturbance' among the firemen and coal-passers. The strike extended to all of the Liverpool lines. It was caused by an order of the Seamen and Firemen's Union of Liverpool, which demanded an increase in pay. Many of the non-union men had never been to sea before, and they suffered from sea-sickness, as well as from the intense heat while working the fires.

New York Tribune,  21  February  1889.

The Cunard steamer Servia, from New York arrived at Queenstown yesterday, and details transpired of her last voyage to New York, when she was nearly forty-eight hours overdue. Nine days, fourteen hours, and fifteen minutes was time to New York by  the Servia  to go from Queenstown, on account of having on this trip, it is alleged, green firemen and trimmers in the fireroom. The engineers were compelled to take short watches, and remain in the fireroom to show the green hands how to fire. Said a passenger, 'were sick all the way across. It took three of these men to do what man ordinarily does, said an officer, " one good could not be kept up because the men and steam unable were seasick, and to shovel coal enough to the furnaces.' The ship made only 264 miles on the third day out. Her best day's run was which is 53 miles less than her 347 miles daily rans in similar weather. 

Liverpool Daily Post, 5 March 1889.

On arrival back at Liverpool, the ship's slow passage on account of her replacement crew was challenged  by Cunard which pointed out  the prevailing weather conditions which also effected other liners:

With reference to the long passage ouwards to New York of the Cunarder Servia,  it may be stated that the winds were adverse throughout the whole voyage, and strong head seas were encountered for six successive days. Other vessels making the trip were proportionately detained. Most of the journey was run at the rate of under 500 miles every twenty-four hours, but after the  wind showed changed near New York to N.W. the registers showed 560 miles for the twenty-four hours. The crew was very largely composed of Yarmouth fishermen, and they, being well used to the sea, did not suffer at all from seasickness, but some of the newer hands were, as a matter of course, ill for a day or two on the voyage. The Cephalonia, which is manned with a crew almost exactly similar to that of the Servia, has just completed one of the fastest voyages she over made to New York.

Liverpool Daily Post, 6 March 1889.

Among the 57 First, 35 intermediate and 99  steerage passengers embarking at New York on 23 February 1889 was General Slocum, and she  also  went out at 2:00 p.m.  with 538 bags of mail and $194,500 in specie. Servia called at Queenstown at 6:12 a.m. on 4 March after another long passage of eight and a half days. 

From Liverpool on 9 March 1889 and Queenstown the next day, Servia headed for New York with 480 passengers,  arriving at 2:14 a.m. on the 18th.

Laden with 66 First, 35 intermediate, 156  steerage passengers, 554 bags of mail and $1,006,300 in specie, Servia cleared New York at noon on 23 March 1889. Her  mail consignment included that from the Antipodes transhipped via  San  Francisco.    Reaching Queenstown  at 2:15 a.m. on the 31st,  she landed all of mail save  that for the Midlands and some passengers before continuing to Liverpool. 

Leaving Queenstown at 12:45 p.m. on 6 April 1889 (from Liverpool the previous day), there  were 900 passengers, including 65 saloon, aboard Servia, as she went out with  her  share of the  annual spring immigrant rush.  She arrived at New York on the  15th.

Casting  off  from her North  River  pier  at noon on 20 April 1889, Servia went out  with  106 First, 32 "second  cabin" (the  first  time this term was used in Cunard's sailing  announcements), 167 steerage passengers  and 599 bags of mail including that  from Australasia.   She  arrived at Queenstown at 4:40 a.m. on the 28th where she landed all of her mail and some passengers and continued to  Liverpool.  

There were 80 "cabin", 70 "second cabin" and "a full compliment of steerage passengers," the Liverpool Mercury added that the latter numbered 770, "of which 370 were foreigners,"  aboard for Servia's next westbound  crossing from Liverpool on 4 May  1889 and Queenstown at 1:45 p.m. the next day.  She arrived at New  York on the  13th. 

As the summer season beckoned,  eastbound trade ticked up and there were 229 First, 100  second  cabin and 272 steerage  passengers aboard Servia (Capt. Henry Walker, R.N.R.)  as she  sailed from New York  on 18 May 1889, at 6:00 a.m., but detained by  fog for some  time before she could clear the harbour.  She also took  out 359 bags of mail and $501,000 in specie.  Passing Sandy Hook at 9:44 a.m., she  ran aground on Romer Shoal, at the east end of Gedney's Channel shortly after 10:00 a.m.:

One of the Servia's officers came to the company's office on tugboat and reported the accident to Vernon H. Brown, the agent of the line. He said that the steamer was going at half speed, but owing to the dense fog ran ashore in twenty-five feet of water, her draft being twenty-six feet on leaving this port. Mr. Brown went down the Bay on the steamer William Fletcher shortly after 7 o'clock last evening and was followed by the tugboats which were chartered to assist in towing the Servia off the bank at high water, which was at 10:20 p.m. at Sandy Hook.

Before starting Mr. Brown said that the steamer had sustained no damage, and from the report made to him, he understood that the vessel was resting easily on the mud, and would undoubtedly proceed on her voyage. Captain Walker explained the unfortunate accident to the passengers, who accepted the situation with great patience, and aside from the annoyance caused by their enforced detention of twelve hours, they were cool and exhibited no excitement.

New York Tribune, 19 May 1889.

Servia  was successfully refloated without assistance at 10:00 p.m. on the evening tide and resumed passage at 5:00 a.m.  The following morning but went without her Fourth  Officer who had  gone ashore  to report the initial grounding but the prevailing fog was still so thick  in the harbour that  he could not return to Servia before she sailed  and would return to Liverpool in Etruria, along with  the cutter  and crew. Servia's passengers were described  by  the  New York  Times as "fuming"over  the 24-hour  delay.  She arrived at Queenstown at 12:15 a.m. on the 27th where she landed the Irish and Scottish  mails and 95  passengers before continuing to Liverpool. 

Credit: Liverpool Daily  Post,  28 May 1889.

A troublesome voyage ended on arrival at Liverpool the  evening of  28 May 1889 with a fire  in her forward  hold which had  to be  flooded. Before the fire  was  extinguished  one  bale of cotton was destroyed and a large number damaged by  water  also 40 casks of tobacco.

The Cunard steamer Servia, under the command of Captain Walker, which left New York on the 16th inst., with a large number of passengers and a cargo principally composed of cotton, arrived in the Mersey last evening. The passengers and their luggage were conveyed to the Lading stage in tenders, and the Servia entered the Langton Dock at half past ten o'clock last evening at high water. When the Servia was in the river intimation was sent to the Central Fire Brigade, Hatton-garden, and the Srivage Corps, that the cotton in the steamer's hold was supposed to be on fire, as a smell of burning cotton had been experienced when the vessel was at sea. The Liverpool Fire Brigade, however, did not turn out last night, but Inspector Nisbett proceeded to the dock. The Cunard Company have very complete fire-extinguishing appliances on hoard, and it was thought that if the fire assumed any proportions there would be sufficient to cope with it.

As a precaution, however, it was arranged that the Bootle Fire Brigade should be in attendance with a steamer at three o'clock this morning, when the hatches were to be opened. The hatches have not been removed since the steamer left New York, and it is not believed that the fire is of a serious nature. It is stated that the passengers were not aware that a fire was supposed to have broken out in the hold.

Liverpool Daily Post, 28 May 1889.

Commanded again by Capt. Walker, Servia  departed the Mersey on 1 June and Queenstown on the 2nd at 1:25 p.m. with 521 passengers,  arriving at New York at 1:30 a.m. on the 10th. 

The eastbound Servia, from New York on 15 June 1889, departed at 9:00 a.m. with 365 First, 83 second cabin and 206 steerage passengers.  After  landing the Irish mails and  113 passengers at Queenstown on arrival at 2:40 a.m. on the  23rd, she proceeded to Liverpool. 

Servia (Capt. Walker) sailed from Liverpool on 29 June 1889 amid another seamen's strike but managing  to  sign  a scratch crew. On departure from Queenstown the next day at 1:10 p.m., she  had 130  First,  70 second cabin and "a full complement of  steerage passengers." She reached New York  at 6:40 a.m. on 8 July having a reported 842 passengers aboard. 

Lillie Langtry was among the 380 First, 140 second cabin and 208 steerage passengers sailing on 13 July 1889, Servia also going  out with 590 bags of mail, including that from Australasia via San Francisco.  Coming  into Queenstown  at 3:30 a.m. on the 21st, she  landed all her mail and disembarked 89 passengers before carrying on to Liverpool where Mrs. Langtry was greeted by  many friends and admirers on arrival late on the 21st. 

New York-bound, Servia cleared Liverpool on 27 July 1889 and had 180 saloon, 132 cabin and "a full complement of steerage" on departure from Queenstown at 1:10 p.m. the next day.  She arrived at New York on 5 August with  two stowaways, 17-year-old Maurice Murphy, American,  and John Neal,  aged 19,  from Belfast, who was deported. 

Getting underway at 5:00 p.m. on 10 August 1889, Servia had 148 Frist, 98 second and 239 steerage passengers and 145 bags of mail for the Old  Country.  Discharging all of the mail  and a fair number  of her passengers on arrival at Queenstown at 8:43 a.m. on the 18th, she proceeded to  Liverpool. 

At  the  onset  of  the busy  end  of summer westbound season,  there  were 505 First, 90 second cabin  and "a full compliment of  steerage  passengers" booked  for Servia's 24 August 1889 sailing from Liverpool and Queenstown the  next day, clearing  there at 1:00 p.m. and getting into New York at 3:15 p.m.  on 1 September after a quick passage of eight days.  All  incoming steamers reported  faster than usual westbound runs and attributed to some odd current or tide effect. 

Eastbound at this time of year the passenger lists  were  scant and there  were 109  First, 51 second cabin and 292 steerage  passengers embarking Servia at New York  on 7 September 1889 for Queenstown and Liverpool.  Sailing at 5:00 p.m.,  she got into Queenstown at 1:05 p.m. on the 15th and after landing the  Irish  mails and some passengers, carried  on to Liverpool.

Among those sailing from Liverpool on 21 September 1889 were Mr. and Mrs. W.H. Kendal, whose famous theatre company, was already en route in Britannic for a season in America.  On  departure from Queenstown at 1:05 p.m. on the 22nd, she had 350 First Class passengers among her compliment. Servia  arrived at New York at 4:10 p.m. on the 29th. 

With a  passenger list-- 114 First, 63 second cabin and 250 steerage-- and manifest including 128 bags of mail and $252,232 in specie-- that  defined a working year-round liner,  Servia  left New York on 5 October 1889 for Liverpool.  On arrival at Queenstown at 6:20 a.m. on the 13th, her mails  and 60 passengers were landed and she was soon on her  way  to Liverpool, reached  the  next day. 

From Liverpool on 19 October 1889 and  Queenstown on the 20th, Servia  was  westward ho! For New  York once again although on this occasion her departure  was neglected by  the  press other  than to report her safe arrival at her  destination at 1:00 p.m. on the 27th. 

Servia left New York on 2 November 1899 at 3:00 p.m. with 100 First,  44  second cabin  and 274 steerage, 579  bags  of mail  and $154,000 in specie. Calling at Queenstown on the 10th at 3:00 a.m., she landed all mails and some passengers there and resumed passage to Liverpool,  arriving late that day.  

When Servia sailed from Liverpool on 16 November  1899 and Queenstown the following  day, "with  the mails and a full complement of passengers," 12:55 p.m., among  those aboard  was New York steamboat owner John H. Starin, who  was met on arrival off Quarantine on the morning of the  25th by one of his steamers which took his off and to his pier at the foot  at  Cortlandt Street. 

Departing New York on 30 November 1899, Servia's 535 passengers included 83 First and 64  second cabin, and she  got  into Queenstown at 10:00 p.m. on 7 December and Liverpool the following day. 

The hardworking Servia departed Liverpool on her final voyage  of  the year on 14 December 1899 but got off late owning to fog in the Mersey and did not  sail from Queenstown until 7:30 p.m. the following day. It was a rough trip across as well with  strong head winds and  full gale on the 17th.  She still got her passengers,  including  English burlesque actress Florence St. John bound for her American debut,  to  New York on the 23rd, in time for  Christmas. "Capt. Walker of the Canard steamship Servia, which arrived yesterday from Liverpool, reports that he met with severe westerly gales and high seas throughout the entire voyage. The storm was extremely heavy on Dec. 19, during which day only 168 miles were run. Heavy waves Among washed the over the passengers decks, but caused no damage." (New York Times, 25 December).  Her mail consignment of 982 bags kept the New York Post Office busy right up to the  holiday. 

Before the year was out, Servia was homeward bound, clearing New York on 28 December 1889 at noon and  going out with 77 First, 27  second cabin and 140 steerage passengers and a big mail consignment of 743 bags. 

In 1889,  Servia  completed 12 westbound crossings and 13 eastbound crossings. 

Servia lifering.  Credit: The Mariners'  Museum.

The Servia has probably at different times carried the largest mail, the biggest outward freight, and has made the largest total earnings on a round voyage, of any steamer now crossing the Atlantic.

Liverpool Mercury, 25 June  1892.

After  a dozen years on Cunard's express run,  Servia was prematurely in her dotage by the middle of the 1890s, one  which  was both challenging  with  difficult  trading conditions on the  North  Atlantic, but also of  ever  increasing  competition for it  with a new  generation of twin-screw,  triple-expansion engined  recordbreakers with the luxury and amenities  of "floating  hotels" that quickly  rendered single-screw,  compound-engined liners like  Servia  obsolete before  their time.  In 1893 Cunard introduced their new 12,900-grt  Campania  and Lucania, their first twin-screw ships and each putting in record passages, and  displacing Servia and Aurania which still put  in valuable  duty as "extra" steamers and  helped pioneer the concept of the "intermediate liner" in their new role with Servia making some trips on the  Boston run  as well as  a brief  period  of  trooping  during the Boer War.  

The 1890s were just as challenging as the 1880s when it came to trans-Atlantic business with the number of emigrants  from Britain to the  United  States from 1894-1899 nearly  half of what they had averaged in the  previous decade. Yet, the number  of saloon passengers remained relatively  stable and the precipitous drop in steerage trade saw Inman, National and Guion gone by the end of the decade, unable to compete against the  rising Continental competition both in numbers  of emigrants but in lines catering to them. All this saw Servia's demotion to  an "extra" steamer and a duty that being entirely  traffic  dependent resulted in her making fewer and more  sporadic  sailings during  her final years as circumstances of trade and technology  conspired to curtail her career  at  the  dawn of  the new century. 

Servia  passenger list, 14 June  1890, New York to  Liverpool. Credit: eBay auction photo.

1890

Bridging the decades, Servia got little welcome on her return home in terms of weather and on arrival off  Queenstown at 2:20 p.m.  on 5 January 1890 (having left New York on 28  December 1889) it was blowing  a full  gale from the south and southeast and a high sea to the  extent  she could not come in and proceeded direct to Liverpool where she arrived to the surprise of all a day early:

A HEAVY MAIL LANDED AT LIVERPOOL. Sunday afternoon, the Cunard steamer Servia arrived in the river, having on board 740 bags from Australian, New Zealand, and other ports, said to be the largest mail ever brought to port, no doubt part of it being in connection with the holiday season. The Servia not touch at Queenstown, owing to the heavy gale which prevailed from the west. She also passed Point Lynas and Holyhead without being noticed. Her presence in the channel was not known until she was observed off the rock at New Brighton. The General Post Office staff, who had been looking in a speculative way for the arrival of the Servia, had all gone away when mails arrived, and there was considerable excitement when the Servia made an unexpected appearance, and especially when it became known that she had such a heavy mail hoard. Cabs and messengers were despatched all directions to gather the staff together, and quite a stampede was made for the Prince's Landing-stage. No fewer than twelve mail carts required to convey the letters, newspapers, all sorts of small packets which were brought.

Liverpool Daily Post, 7 January  1890.

For her first westbound sailing of the New Year from Liverpool on 11 January  1890 and Queenstown the next day, Servia had 96 First, 50 second cabin and "a full compliment of steerage passengers" on clearing the Irish port at 1:00 p.m.. It was a stormy trip across and due to arrive at New York on the 20th, Servia did not get into until the 22nd "after a stormy  and tempestuous voyage," (New York Tribune, 23 January). 

The Servia reached the Cunard pier at half past 1 yesterday afternoon, two day behind time. Her arrival was a great relief to the minds  of many people who  had friends on board. The ice which covered the  Servia's sides, and made walking on her decks a gymnastic feat have some idea of  the kind of weather through  which  Captain Walker had brought his vessel. 

On Monday, January  13, the second day out, the  wind was high and continued so through  the next day. On Wednesday it had increased to a gale. The twenty-four hours' run to Thursday noon was only 166 miles. The worst weather of the voyage, however, did come until  Friday  night.

A  seaman named Knox was knocked down by one of  the big  waves that swept over the deck,  and so severely injured that it  was necessary  to remove him to hospital on the arrival of the  vessel.

Several skylights of the Servia were broken, and a part of the  starboard guard rail forward was carried away. The engine room was flooded at one time by the seas the  vessel shipped, and some damage was done to her  machinery.

Heavy weather was encountered off  this coast, especially  on Sunday and Tuesday. At Quarantine the  William Fletcher was prevented from taking off the mails by the  high  seas and strong wind. When the Servia reached her pier she  had to tie up at the  end. The high winds of yesteday made the water so low that she could  not  take her  berth at the side of  the pier. 

New York Tribune, 23 January 1890.

The Canard steamship Servia, which was due on Monday morning, came into port yesterday with her decks and upper works encased in ice. Her officers said that the weather which they had passed through was the worst that any of them had ever experienced. The steamship left Liverpool Jan. 11 and stopped at Queenstown on the following day. From the Irish coast to Sandy Hook it stormed incessantly. The storms were accompanied by terrific squalls and great seas which frequently broke over the decks. 

From Jan. 16 to 19 the storm was at its worst. Terrific squalls frequently struck the ship, , and great waves broke over her decks. At 9 P.M. on Jan. 18 a huge wave burst over the starboard side of the ship, smashing in the skylights of the engine room and starting the chocks of the life boats. Quantities of water poured down into the engine room and also into the steerage.

The same wave knocked down a sailor named Knox and broke two of his ribs He is still in the seamen's hospital of the Servia.

During these storms the steerage passengers were badly shaken up, and several of them were thrown out of their berths. The ship unable to make anything like her usual rate of speed. On Jan. 18 only 142 miles were run.

New York Times, 23 January  1890.

Servia  sailed from New York on 25 January  1890 with 100 First, 49 second cabin and 116 steerage, 476 bags of mail and $65,000 in specie. Not tempest tossed this trip,  she got into Queenstown at 7:53 a.m. on 2 February and landed all her  mail and some passengers there before carrying on to Liverpool. 

The hard working Servia finally got a spell of  drydock time and refit.  It is believed  that  during  this  period  of refitting that  she her yards were removed  from her mainmast and gaffs from her mizzenmast and her promenade deck was decked over to  make a continuous boat  deck above to carry  the boats instead of being on skids and also providing a covered promenade.   This gave  her a much more modern appearance. Her accommodation, too, about  this time was rearranged  to 400 First, 200 Second and 500 steerage passengers.

A wonderful Francis Frith  photo of  Servia at Liverpool showing  her revised  appearance c. 1890 with only yards at her foremast and the deck over promenade deck and boat deck above. Credit: National Maritime Museum.

The new  look  Servia   resumed service upon her 1 March  1890 sailing  from Liverpool. Departing  Queenstown at 1:30 p.m. the next day, she was 30 minutes late owing  to a late mail train,  and got into New York at 12:50 a.m. on the 10th. 

From New York on 15 March 1890, Servia had 78 First, 30 second cabin and 147 steerage passengers and 360 bags of mail.  Reaching Queenstown  at 7:35 a.m. on the 23rd and landing  all her mails and after disembarking some passengers, she proceeded to Liverpool. 

Servia cleared Liverpool for New York on 5 April 1890 and Queenstown at 12:55 p.m. the next day and arrived at New York at 7:00 a.m. on the 14th.  

Passenger  traffic was slow that spring and  there  were only  134 First, 62  second cabin and  200 steerage tickets  sold for Servia's 19 April  1890  departure  from New York. Sailing at 8:00 a.m., she also went out  with 140 bags of  mail.  Making Queenstown at 12:25 a.m. on the 27th, she  landed the Irish  mails  and a few passengers there before proceeding to Liverpool. 

Servia left Liverpool  3 May  1890 and Queenstown the next day (at 2:20  p.m. due to an hour late  mail train), with 437 First, 75 second cabin  and  an undisclosed number of  steerage passengers as well as 437 bags of mail.  All were safely  delivered on arrival at New York  at noon on the 12th.

Outward bound  for Liverpool, Servia cleared her North River pier 17 May 1890 with 613 passengers, of whom 252 were in First Class  and 132 in second cabin, including returning opera star Mme.  Albani and party, and 539 bags of mail including that transhipped from  Australasia via San Francisco. She reached Queentown at 12:21 a.m. on the 25th.  

From Liverpool on 31 May 1890  and Queenstown  the  next day, Servia cleared for New York where she arrived on at 4:00 a.m. on  9 June.  No passenger  figures were cited.

At the beginning  of the busy  summer season, Servia left New York at 4:00 p.m. on 14 June 1890 with 404 First, 102 second cabin and 186 steerage passengers and an epic 627 bags of mail (including that from Australasia), and she was but one of five liners sailing  that  day, taking out some 1,200 cabin passengers. Servia got into Queenstown at 3:30 p.m. on the 22nd, landing all her mails and 140 passengers and proceeded to Liverpool,  arriving  there  the following day.  

With nary a mention in the press, Servia slipped out  of Liverpool on 28 June 1890 and Queenstown the next  day and arrived at New York at 8:00 a.m. on  7 July.  Among those aboard was American actress Minnie  Palmer. 

Another well patronised summer  crossing for  Servia commenced at 4:00 p.m. on 12 July 1890, casting off  for Liverpool with 405 First, 138 second  cabin and 208 steerage passengers, 188 bags of mail and $1,514,720 in specie.  Queenstown was reached on the 20th  at 7:38 a.m. where  she  landed all her  mail and a number of passengers before carrying on to Liverpool. During the voyage,  a coal trimmer, John Heap of Birkenhead, died from exhaustion and was buried at  sea. He  left a wife and  six  children and the passengers held a benefit concert aboard  the last evening which raised the  sum of  £105 for his  family. 

Servia's next voyage  west commenced  from Liverpool on 26 July 1890 and Queenstown the  next day, clearing at 1:10 p.m. and getting into New  York  at 6:08 a.m.  on 4 August.

With a fair compliment of 128 First, 85 second cabin  and 253 steerage passengers and 180 bags  of mail, Servia cast off from her North River pier on  9 August 1890. Getting into Queenstown at 9:20  a.m. on the 19th, she landed  the Irish mails and  a number  of passengers before resuming  passage to  Liverpool. 

It would not be a  Saturday  in Liverpool without  a Cunarder standing  out  into the Mersey, America-bound and on 23 August 1890 it was again Servia which,  having embarked  her passengers off Prince's Landing  Stage at 2:00 p.m., sailed at 4:00 p.m. and after  calling  at  Queenstown the  next  day,  commenced her trans-Atlantic crossing with 440 First,  150  second cabin  and "a full compliment  of  steerage passengers."   She crossed the New York bar shortly after midnight  on 1  September.  Among those coming down the gangway was the  Daly  Company of theatricals returning from a successful summer season in England, "who  had enjoyed the  voyage for  the most  part, through the  sea for a few  days was exceedingly  rough and nearly all the  passengers on board were more or  less seasick. But a safe arrival and the  consciousness of  a genuine triumph abroad more  than compensated for any such little  inconvenience." (New York Tribune, 2 September). 

Servia sailed for Liverpool at 1:00 p.m. on 6 September 1890 with 388 passengers, including 91 First and 85 second cabin, and the mails, including that  from Australasia. She arrived at Queenstown at 8:45 a.m. on the  14th and after discharging all her mail and a few passengers, carried  on to Liverpool. 

Credit: Liverpool Daily Post, 22 September 1890.

With "the largest  and most valuable cargo  of  fine goods that  ever left  this port, " (The Herald, 22 September), 430 First and 50 second cabin passengers but none in steerage, including  a distinguished party, members  of  the  Steel Institute-- Sir John G.N. Alleyne, Bart.; Sir Lowthian Bell, Sir James Bain, Sir W.T. Lewis, Sir John Jenkins, Sir James Kitson, Sir Thomas Storey, and Mr. & Mrs. Andrew Carnegie-- bound for  a conference of steel and iron executives, Servia sailed from Liverpool on 20 September 1890 and from Queenstown the next day at 2:45 p.m., late owing  to the mail train  being 1 hour 10 mins. tardy.  She arrived at New York  bar at 6:27  p.m. on the 29th and docked the next morning.  The reason for Servia's enormous cargo of British and European goods was to beat  the new tariffs and duties of the McKinley Bill. 

On clearing New York on at noon on  4 October  1890 Servia went out with 102 First, 72 second cabin and 236  steerage passengers and 153 bags  of  mail. Queenstown was reached  at 2:33 a.m. on the  12th and  after  landing most  of  her mail and a few passengers, carried  on to Liverpool.  

With a typically light  load for the season, Servia passed out  of  the  Mersey  on 18  October 1890 and Queenstown the following day, with 156 First and 90 second  cabin passengers and "a full complement of steerage  passengers" which was Cunard speak when they declined to provide a specific number. On arrival  at New York at 12:08 p.m. on the  26th, one passenger attracted local press attention:

The Cunarder Servia which reached her pier in this city yesterday afternoon, brought Miss A. B. Clighorn, a near relative of the King of Honolulu, and in the line of succession to the throne.

Miss Clighorn was accompanied by cession brother-in-law, T. R. Keysworth, and Mrs. Keysworth. She is pretty, has very charming manner, speaks English with fluency, and is said to be highly educated  and a fine singer. On Saturday evening she entertained the saloon passengers by singing the national hymn of her native country. She also sang several duets with Dr. Walter Brook, of London.  She will visit for a few weeks in this country, and on her return will, it is said, wed a well-known Briton. 

New  York Tribune, 27 October 1890.

The Comte de Paris and  his party  were among the 171  First, 63 second cabin and 225 steerage passengers embarking Servia at New York on 1 November 1890.  

The Comte de Paris and his party, consisting of the Duo d'Orléans, the Duo d'Uzès, the Marquis de Lasteyrie, the Comte Haussonville, Col. de Parseval, Capt. Morhain, and Dr. Récamier, sailed for home yesterday morning on. the Cunarder Servia.  Notwithstanding the early hour (8 o'clock) at which the steamer sailed, number of friend, Including Gens. Butterdeld, Porter, Bickles, and Nicholson and Viscounte de the Richemont and Baron de Ravignan, were at the pier to see them off. Among the royal party's fellow-passengers were Mr. and the Mrs. W. Duff Bruce, Sir Lothian Bell, Hugh Bell, Sir James Kitson, and other English delegates to the recent Iron and Steel Congress, the Misses Kitson, Mr. and Mrs. G. McLellan Blair, George W. Davenport, Mr. and Carl Mrs. C. Bidney Von W. Lindberg, Hopkins, Leonard W. Jerome, and Mrs. J. McMillan, John Pitcairn, Owen Morgan, the Hon. Rev. Owen Fred Mr.and Mrs. E. P. Senhouse, Sir Thomas Storey, Lady  Storey, the Missed Storey, Dr. Schlatter, Edmund Taylor, Capt. William Webster, and Mr. and Mrs. J. Morgan Wing.

New York Times, 2 November 1890.

Servia put in a good passage for her distinguished passengers, during which two charity  concerts presided over by the Comte de Paris raised a large sum of money for the  Distressed Seamen's Fund, and she arrived at Queenstown at 6:50 p.m. on 9 November 1890, landing all her mails and some  passengers there before continuing to Liverpool reached the  following day.  Her mails landed at Queenstown were delivered in London at 7:00 a.m. on the  10th. 

"With a full complement of passengers," Servia was again off to New York, departing Liverpool on  15 November 1890 and Queenstown at 1:20 p.m. the  next day.  She  arrived at New York at 6:30 p.m., on the 24th too late to pass  Quarantine and instead docked  the  following morning. 

Passengers were  scarce for Servia's sailing from New York on 29 November 1890: 49 First, 54 second cabin and 408 steerage.  She  finally made Queenstown at 3:22 p.m. on 7  December, a full day late after a very stormy  crossing:

Our Queenstown correspondant telegraphs-- Cunard Royal Mail steamship Servia, which was due  here Saturday might from Now did arrive until 4.50 P.M. last her appearance off the harbour, the funnels of the big ship denoted that  she  had encountered tempestuous weather in the Atlantic. The bright  red colour had disappeared from the smoke stacks, one  of the  starboard  boats  was gone, and the  davits, which consisted  of two  stout iron uprights, were broken in two, and some of the crew  sustained injuries. One of the passengers named Wm. Barney,  who disembarked here, stated that on Monday evening last a terrific gale burst on the ship,  and soon afterwards a huge wave rose  and broke over all. One of the boats almost amidships on the starboardside was struck by  the  tremendous force and was smashed to atoms, and  the two stout iron uprights  of  the davits were broken in two as if  they  been only  matchwood. Six of the crew were thrown down violently, all receiving hurts, but three were seriously  injured, which necessitated their  removal to the hospital for medical treatment. One poor fellow had one of his limbs broken, and another was badly hurt  in the abdomen. The  gale raged all night, and the day  one  of the  sails was blown to shreds, and the ship had to heave  to  for several  hours. All of  the passengers  speak in the highest terms of praise of  the excellent seagoing qualities of the ship during  the gale,  which was  one of the fiercest ever encountered by  the  Servia. Captain  Walker, as well  as the officers and crew, exhibited skilful seamanship and marked coolness whilst  the gale raged. 

The Herald, 8 December 1890.

The Cunard Royal Mail steamer Servia, from New York, arrived at Queenstown yesterday afternoon, and reported terrible weather during the entire passage. On the night of Monday, the 1st inst., it blew gale from the south-west, veering to north and by half past three on Tuesday morning its had developed into a hurricane, with tremendous seas running. At this hour, and when she was in 43 deg. north longitude 51 deg. west, a mountainous sea  broke over the vessel, smashing to pieces two of  the starboard lifeboats and flooding the decks with several fest of water.Two seamen and the boatswain, named Allen, were swept off their feet by the fearful rash of water, and  being washed about the deck sustained serious injuries. One of the men had his leg broken, and another received injuries about the abdomen as to render his condition  rather precarious. With the exception of the bursting of a pipe leading Into the refrigerator no further damage was caused while the storm lasted, the violence of which was so terrible that the steamer was hove to it for nearly nine hours.

Liverpool  Daily Post, 8  December 1890.

Extraordinary weather has been experienced by the Cunard steamship Servia, which. reached from New York on Sunday. She started on her voyage on Saturday, November 29, and two days later encountered a cyclonic hurricane of very unusual violence. The barometer fell rapidly until it stood at 28.36, the wind, which blew from every quarter of the compass in succession, and which veered continually, attained a force of eleven or twelve, and early in the afternoon Captain Walker, consulting the comfort and, indeed, the safety of his passengers, abandoned for the time all efforts to hold the great ship on her eastward course, and headed her for the south, his primary object being to keep the Servia's bows to the mountainous seas, and his secondary hour to escape from the cyclone. At this the spectacle was a magnificent and terrible one. Not only the upper deck, but also the hurricane deck of the steamer was at times almost buried beneath green seas, which tumbled and roared in angry cascades, now from one side and now from the other. It seemed as it nothing could withstand the gale. The Servia struggled gallantly against the tempest, but could barely make four knots, in spite of the fact that she was supposed to be steaming at full speed, and as sea after sea fell crashing upon her she trembled as though about to shake herself to pieces. The scene between decks was, at least to the inexperienced voyager, an alarming one, and both on the bridge and in the engine room great anxiety was felt; but, happily, after some seven hours of turmoil, the vessel got clear of the gale with the loss only of one boat washed away and two damaged, and with but slight injury to her upper works, The crew escaped with less good fortune, about a dozen men being more or less hurt. No one, however, it is hoped, is seriously disabled. Great credit is due to Captain Walker, Mr. Finney, chief engineer, and all hands, for the splendid way in which the ship and engines were handled during a storm which, as all on board agree, was the worst in their experience.

Liverpool Mercury,  9 December 1890.

Making her final voyage  of a  busy but routine year, Servia cleared  Liverpool on 13 December 1890 and left Queenstown the next day at 2:30 p.m. with  100  First, 80  second cabin and an undisclosed number  of steerage passengers. She  was late owning  to  the mails arriving 1 hour 10 mins. tardy but perhaps understandable  for Servia's consignment on  this  crossing set a  record for  one steamer: 1,061 bags.   It was all delivered, in  time for  Christmas, for most East Coast  addresses, on arrival at New York at 10:06  p.m. on  the 22nd, docking  the next morning. 

The steamer Servia, which arrived from Europe yesterday, brought in the biggest foreign mail ever received in this city on single vessel. One thousand and sixty mail bags were on board, containing 450,000 mail pieces, of which one-third were for this city.

New York  Times, 24  December  1890.

The Cunarder Servia arrived here yesterday with 1,040 bags of mail. the largest number ever brought to this port by one vessel. She brought 63,000 letters and 60,000 parcels and newspapers for this and 163,000 letters and 135,500 parcels and for the rest of the country, or about 450,000 pieces in all. The large increase is due to the sending of Christmas gifts and letters to this country. 

New York  Tribune, 24  December 1890.

Servia's officers and  crew once again  spent  Christmas  in  New York and took their ship to sea  at  8:00 a.m. on 27  December 1890 for  the last time that year with  a small list  of  24 First, 42 second  cabin and 116 steerage  and 627 bags  of  mail. 

In 1890,  Servia  completed 12 westbound crossings and 12 eastbound crossings. 

Servia with her revised profile with  yards only on her foremast. Credit: The Mariners' Museum.

1891

Servia  arrived at Queenstown  at 10:37 p.m. on 3 January 1891 where she landed her big mail consignment and a few passengers before resuming passage  to  Liverpool.

Following her annual drydocking, Servia began her 1891  schedule on departure from Liverpool on 31 January and Queenstown the next day  at 1:15 p.m. "with  a  full compliment of passengers."  She was now commanded  by  Capt. Thomas "Tom" C. Dutton who began his career at sea in 1854 under sail and joined Cunard in 1871. She got into New York at 5:00 p.m.  on 9  February

With 37 First, 40 second cabin, 125 steerage and 169 bags of mail, Servia  cleared New York at noon on 14 February 1891. Among her cargo was  2,520 quarters of beef and  Servia, like her fleetmates, often carried  shipments of refrigerated beef to  England. She called at Queenstown  at 8:05a.m.  on  the 22nd and arrived at Liverpool the  next day. 

It was another vague  "with  a full compliment of passengers" when Servia departed Liverpool on 28  February  1891 and Queenstown at 1:20 p.m. the next day, waiting on the mails which arrived 30 minutes late.  She got into  New  York at 10:00 a.m. on 9 March. 

The eastbound Servia departed New York at 10:00  a.m.  on 14 March 1891 with 67 First, 34 second cabin and 112 steerage passengers and 132 bags of mail.  She made Queenstown at 2:55 a.m. on the  22nd, landed all her mail and some passengers, and carried on to Liverpool. 

From the Mersey on 28 March 1891 and Queenstown at 1:15 p.m. on the  29th, Servia was again bound  for New York where she arrived at 10:24 a.m.  on 5 April.

Servia's passenger list for her 11 April 1891 sailing from New  York included Jay B. Lippincott of the well  known  publishing house among the 64 First, 53 second cabin and 175 steerage departing at 9:00 a.m. and she went out, too,  with $98,500 in specie.  Calling at Queenstown at 12:47 a.m. on the  19th, Servia  departed soon thereafter for Liverpool where she arrived  the next day.

Servia cleared Queenstown at 1:00 p.m. on 26 April 1891 for New York where she arrived on 4  May at 12:30 a.m.. A passenger, Miss Anna Harley, was charged with  smuggling when her three trunks were found to contain "eight costumes and a waist valued at  $1,200" which  she  claimed were her own. 

With a near record  of $1.1 mn. in specie in addition to 157 First, 85 second cabin and 215 steerage passengers and 161 bags of  mail, Servia left New York at 8:00 a.m. on 9 May 1891. She made Queenstown at 11:20 p.m. on the 17th to land the  Irish mails and a few passengers and carried on to Liverpool,  arriving  there the next day. 

Westbound from Liverpool on 23 May 1891 and Queenstown at 1:00 p.m. on the 24th, Servia got  into New York on the 31st.

Servia was one of seven liners  sailing  from New York  on 5  June 1891 and among  her 684 passengers (331 First and 141 second cabin) was athlete and journalist Malcolm W. Ford. She also had aboard $423,589 in specie. When Servia  arrived at  Queenstown at 7:48  a.m. on  the 14th  she  was escorting the  Inman  liner  City of Richmond which  had  a fire in  a cargo of cotton in her hold and  took over standing by the ship from the  Harrison liner Counsellor  which  first  came upon the Inman ship.   The fire was still smouldering  when she arrived.  

The New York-bound Servia  cleared Liverpool on 20 June  1891 and Queenstown at 1:05 p.m. the following day and arrived at New York on the 28th.  Her layover there  was marred by the death of a  seaman, Robert J. Blythe, who fell overboard and drown on 1 July  despite  being  a good  swimmer,  and "it  is believed was overcome by  the  gas  from a sewer  which  empties  into  the river  under the pier." (New  York Tribune). 

Prince George, second son of the  King of  Greece, was among the 477 First, 201 second cabin and 475 steerage passengers sailing in  Servia at 6:00 a.m. on 4 July 1891, having embarked  the previous  evening, her royal passenger sent off  by "at  least 300 enthusiastic  Greeks." She also took out 475 bags of mail.  

Credit: New York Times, 7 July 1891.

Servia which  had hitherto enjoyed  a  remarkably  troublefree  career was not so  fortunate on this occasion and on the arrival  of  the NDL liner Eider (Capt. Baur) at New  York  on 7 July 1891  news was received  that  the Cunarder was seen at 9:30 a.m. on the 5th "in tow  of another smaller ship." Eider  made for  the two vessels and ascertained it was indeed Servia and preparations to transfer  the passengers off if needed.  The  ship towing her  was  the tank  steamship Chester (Capt.Toile) which  had sailed from New York for  Rotterdam the same day as Servia.

Credit: New York Herald, 7 July 1891.

As soon as the Eider approached within signaling distance, communication by that means was signal resorted. By means of the International Code Servia communicated to the approaching vessel that the crank pin of the disabling high-pressure engine had broken, completely the machinery, The damage was of such nature that it could not be repaired at sea. Another signal asked that the condition of the with the vessel be request reported to the Cunard Company, that tugs be sent to assist her back to port. When asked if any assistance was required  from the Eider, the signalled reply  was  "No." 

The vessels then separated, the Eider resuming ber course to New York. Her officers did not ascertain when the accident occurred. When last seen the Servia and Chester were making about five knots  an hour. A brisk westerly wind was blowing,  which  seemed to retard their  progress.  Capt. Baur was of the opinion that there was no possibility of the vessels reaching port before to-day, as when he left them they were about 140 miles from Sandy Hook. The locality in which they were sighted was latitude 40° 85 north, longitude 71° west.

On passing  passing Fire Island, the Eider signaled the request of the Servia to the signal station, and it was transmitted to the office of the company. Immediately to look upon its receipt two tugs were sent out for the disabled vessel. The Moran Towing Company also sent out a tug.

New York Times, 7 July 1891.

The Cunard steamship Servia, which sailed for Liverpool at dawn on Saturday last with 1,153 passengers, including Prince George of Greece. who travels as Count Falster, is returning in tow of the oil-carrying  Dutch steam ship Chester, which sailed for Rotterdam on Saturday afternoon. She will probably arrive here early this morning. The first news of the Servia's mishap came in late yesterday afternoon on the North German Lloyd steamship Eider. She, reported that she passed the Servia in latitude 40' 30', longitude 71°, or about 130 miles east of Sandy Hook, 9 o'clock yesterday morning. in tow of the Chester. The Servia signalled that  her high -pressure crank pin was broken. She declined with thanks the proffer of assistance made by the Eider, but requested that tugs should be sent out to help hasten her into port. All on board were well. Two heavy hawsers had been stretched from the Chester to the anchor chains of the Servia. 

The Chester is a slow boat. usually making not more than about ten knots an hour. Dragging a vessel of 8,500 tons, with propeller weighing thirty-eight tons offering continuous resistance in the water, the Chester may be creeping this way at the rate of about five knots an hour.

That would fetch her into Sandy Hook about noon to-day, but she is likely to get the assistance of half a dozen tugs before she is within fifty miles of the Hook, and they will increase her progress by a knot or two. The agents of the Cunard line sent down two tugs and Moran's Towboat despatched the smart tug R. T. Veit to hunt for the big ship at 6 o'olock last night. Mr. Moran said that the Servia was then between Montauk Point and Block Island, probably coming in at the rate of not more than five knots. 

No one at the Cunard office could tell yesterday what disposition would be made of the Servia's passengers. The cabins of the Etruria, which sails on Saturday,. will be pretty well crowded. and none or very few of the Servia's passengers may go in her. It is likely that the Cunard line will find accommodation for most of the delayed throng on vessels of other lines that sail on Wednesday and on Saturday. Some will doubtless be satisfied to wait until the Servia's broken crank pin is repaired, and will sail on her. It is thought that the Servia could not have been more than 350 miles or about a day out when the accident occurred. Of her unusually large number of passengers 477 are in the First cabin, 201 in the second, and 475 in the steerage.

New York Herald, 7 July 1891.

The accident to the Servia was a lucky one in that it happened when the vessel was only in few hours out from port and could therefore return without serious embarrassment. The breaking of a crankpin is annoying, but not dangerous. Servia's passengers will merely delayed a few days, and the friends of those on board have no occasion to feel the slightest anxiety regarding them. They are better off than they would have been if the crank pin had proved stout enough to hold out until the steamship was in midocean.

New York Tribune, 7 July 1891.

Servia returned to New York the  evening of 7 July 1891 and boarded  off Sandy Hook by  a hoard of reporters,  her travails provided fulsome fodder for the next day's papers. 

The technical story of the breakdown was soon told. At noon on Saturday the observations of the officers showed that the Servia was eighty-four miles east of Sandy Hook, not far from the spot where The Sun's reporters bad just boarded her. The weather held fair and the wind westerly, and both continued so during the day. Just before 8 o'clock that night an engineer, in making his rounds inspecting the ponderous machinery, saw that something was wrong with the crank beneath the high-pressure cylinder. It was hot and in a moment it began to pound. The engine was stopped immediately just as the bell struck for 8 o'clock, and Chief Engineer Finney made an examination. He saw as soon as the connecting rod was clear that the crank-pin had cracked and that in another minute it would broken clear, to leave the huge connecting rod to swing to and fro and crush everything within reach. It was narrow escape. It was bad enough at best, however, for the engine was disabled.

The Servia has an old-fashioned compound engine with three cylinders. The high pressure cylinder stands between two much larger low cylinders. The steam from the boilers was carried directly into the  high-pressure  cylinders from which it was exhausted through two narrow steam chests into the two high-pressure cylinders. There was no way of connecting the boilers with the low- pressure cylinder.

Moreover, there was no spare crank pin on board nor spare crank nor section of the shaft to replace the part that had been carried away.  In herself the Servia, a ship of 8,600 tons, had no more motive power than was afforded by sails inadequate for a 500-ton brigantine. She could scarcely have held steerage way in a gale of wind.

New York Herald, 8 July 1881.

There was a brief bit  of concern among some passengers when word was  out  that  the  ship was disabled, but no panic and  the  vessel was entirely safe. After a disquieting night and rockets being fired when light was spotted to the south  but  with no reply, at 7:30 a.m. the next morning smoke was sighted  on the  horizon and after breakfast, Chester was upon the scene:

The passengers with one accord answered the breakfast gong and went below to eat a hearty breakfast. They came on deck to find the oil -carrying tank steamer Chester, Capt. Tolle, of  Rotterdam, pretty close alongside, and the Servia's cutter from the starboard side aft, the clearing away of which had caused so much anxiety, bobbing about on the sea with Chief Officer Williams on board. He had been over to the Chester, and Capt. Tolle had agreed to tow the Servia back to Sandy Hook. Then another boat was lowered, and a big steel hawser was coiled down into one and a manilla hawser into the other. Ends of these were put on board the Chester and then the other end were brought back to the Servia and made fast to the chain cables which usually bold the anchor. Meantime the Wilson line steamer Galileo had been sighted, and soon came alongside. Then a Thingvalla liner came alone. Either would have taken a line, and some of the passengers wondered why the three were not hired, for they did not know much about the difficulties of towing a big ship in a seaway.

It was 9:45 when the crew began to the hawsers into the small boats, and at the ends were on the Chester. Then at 10.45, the signal that was all was ready was passed and Chester's wheel began slowed to  roll up  the water under  her stern. The passage back to port had begun, and Sandy Hook was just 215 miles away.

New York Herald, 8 July 1891.

The first 24 hours of  the tow saw 93 miles covered or  an average  of four knots an hour.  The next day the  wind and seas got up and at 4:00 p.m. on Monday, 6 July, the towing cable snapped, but was   replaced within an hour  and the  tow resume. On 7 July the tug R.C. Veit, out  from New York, arrived at 3:30 a.m., carrying newspaper reporters, and took a line from the Servia so join in the tow, immediately  increasing the speed of the passage to over five knots. 

As the ship approached the Sandy Hook the Chester cast off her lines, leaving the Veit to lead the way. Meantime the Pulver, the Assistance, the Dalzell, the Lenox, the Millard, and the Viking came out and took hold. 

The mail boat Fletcher came after the mails which were taken to the City of New York. Coming up the lower Bay, the St. John en route to Sandy Hook passed. She was crowded with whom with one accord took out handkerchiefs and waved at those on the Servia. The Servia anchored just inside of Robbins Reef light. 

When Mr. Demetrius N. Botassi the Greek Consul, heard of the predicament of Prince George, he immediately went to the office of the Inman line and engaged a special cabin, fortunately not preempted, for the Prince and his companion. Capt. Lohmen of the Russian Navy. Mr. Botassl, accompanied by the Russian Consul. Mr. Alexander Creger and the Vice Consul hired a tug when they learned that the Servia was at anchor and went down to take off the Prince and Capt. Lohmen and transfer them to the City of New York. 

The side-wheeler William Fletcher, which had been sent down by the line to bring un all who desired to come, had already steamed to the Cunard pier with 200 passengers. 

New York Herald, 8 July 1891.

The following notice  was posted  in Servia's  dining  saloon regarding  plans and prospects for  her passengers to  resume their  travels:

We regret will to announce that the repairs to the Servia will prevent her sailing for two or three  weeks. 

The company are prepared to furnish transportation to passengers by any subsequent steamer of their which there may be room. 

Or, of passengers are desirous of of being transferred  to any other  line, they  can have their tickets refunded on presentation at our office, 4 Bowling Green, New York.

A limited number  of accommodations are still vacant per Etruria, 11th July; per Cephalonia, from Boston, 11th  of July, and Aurania, from New York, 18th of July, and we shall be glad to afford every facility in our power transferring passengers. 

Passengers desirous of sailing from Boston will be furnished transportation to Boston free of charge. 

Vernon H. Brown  &  Co. Agents. 

With six tugs in charge, Servia was brought into her North River pier at  10:00 a.m. on 8 July 1891. There were animated scenes on the pier as bewildered passengers landed with their baggage unsure  as to their onward plans at the height  of  the  season when most  outbound steamers were already well-booked.   Thirty of Servia's passengers, in addition to Prince George, managed to get space on City  of  New York  sailing the morning of 8 July. Fifty more secured berths in Etruria  departing on the 11th and the NDL Eider also took as many  as  she  could, sailing the same day and five others were  rebooked on White Star's  Britannic.  The  steerage  passengers were reaccommodated in Arizona and Cephalonia from Boston. Servia's 1,500-ton cargo was  discharged and rebooked on the next available steamers. 

It was mentioned, too,  that  it  was the custom "on  large passenger steamers to carry  a spare crank pin, and in  this  case  the company would have  saved  a good  deal of money had the been custom been  followed. It  was thought possible by the officers  of the Servia  last night that rather than remain here  so long  to complete repairs the high-pressure and low-pressure engines would be disconnected and the  Servia taken to England  for  full repairs under the low-pressure system." (New York Times, 8 July 1891).

It  was reported that Servia might  be ready  for  service by  1  August 1891 and  a new high pressure  shaft  had already been ordered  and to be shipped aboard Umbria, due  to arrived  at  New York on 19 July. 

Meanwhile, the question of salvage was passed to the lawyers and claims augmented  by  the  fact that  the rigours of the tow had  said to have  severely damaged Chester, and with talk of  a claim of $75,000 not  being out  of order, but experienced folk  suggesting  they would be lucky  to get $15,000 for their efforts. 

Umbria arrived at New York the  evening  of 18  July 1891 with  the  replacement crank, Capt. McKay telling reporters that "the  new  piece  of machinery  could be put  in position and the Servia made ready  for  sea  again in about  a fortnight." (New York Times, 19 July 1891).  Cunard 's sailing lists in the New York papers listed Servia as departing New York on 1 August at 2:00 p.m.. On the 28th it was reported that the new crankshaft  had been successfully installed after a full week  of work and that  "the  Servia had her  sides thoroughly scraped  and newly painted."

Back  in service, Servia  departed New York at 4:00 p.m. on 1 August  1891 with 115 First, 83 second cabin and 132  steerage passengers, 285 bags of mail and $20,000 in specie. She reached Queenstown at 10:00 a.m. on the  9th and resumed passage  to Liverpool.

Settling  back into  the routine  of a Cunarder, Servia  sailed from Liverpool on 15 August 1891 and Queenstown the following day,  leaving there  at 1:00 p.m.with 250 First, 250 second cabin and "a full compliment of steerage  passengers."    New York was made on the 23rd, crossing the  Bar at 8:35 p.m. 

With the light passenger list that signalled  the end of  the  busy  summer season, Servia  left New York at 4:00  p.m. on 29  August 1891 with just 43 First,  66  second cabin and  133 steerage passengers as well as 288 bags  of mail.  On arrival at Queenstown the morning  of  6 September,  it was made known that  three days  of New York, an unnamed steerage  passenger,  an Englishman aged 45 years, had committed  suicide by cutting his  throat with  a razor whilst  confined  in the ship's hospital and was  buried at sea. 

The last of  the returning American tourists  of  the  summer  season topped up Servia's  list on her  12 September  1891 sailing from Liverpool, going  out with  376 First and 160 second cabin passengers on departure from Queenstown at 1:05 p.m. the  next day. She got into New York on the 20th.

Outbound from New York on 26  September 1891 with 84 First, 44 second cabin and 168 steerage passengers, Servia departed at 2:00 p.m.  and made Queenstown at 2:50 a.m. on 4 October and soon resumed passage for Liverpool, reached  on the 5th. 

With no mention of her  passenger numbers, Servia's  10 October 1891 westbound crossing was accomplished in obscurity and she arrived at New York at 11:10 a.m.  on the 19th

There were 78 First, 41 second cabin and 155 steerage tickets sold for Servia's eastbound  departure  from New York on 24 October 1891 and she also had 327 bags  of mail aboard on sailing at noon. She got into Queenstown at 5:12 a.m. on 1 November and arrived at Liverpool the next day. 

Again without any  press  notice, Servia cleared Liverpool on 7 November 1891 and Queenstown the next day  at 1:15 p.m. for New York where she arrived  on the 16th at 2:10 a.m.. One of her steerage passengers was H.J. Schulters, a member of  the  special commission on immigration, "who came over in the  steerage in order that  he  might  better  study  the question which he  had  been sent to investigated."  (New  York Tribune, 17 November).  His trip  and  resulting comments, including accusations about  "immorality" by  some steerage passengers  caused quite a sensation but were dismissed by both Cunard and his colleagues.  

With 53 First, 57 second cabin and 290 steerage passengers, 597 bags of mail, $188,000 in specie and 2,420 quarters  of beef,  Servia cast off from her North River pier at 11:00 a.m. on 21 November  1891. She  got  into  Queenstown at 10:09 p.m.  on the 28th  and Liverpool the next day.

Making her  last crossing of an eventful year, Servia sailed  from Liverpool on 5  December 1891 and Queenstown the next day at 2:25 p.m. for New York, after waiting one hour and  five minutes for the  late mail train.  It was, in fact… at 884 bags… the largest consignment  yet loaded at the port and added to the 273 bags already aboard  from Liverpool, Servia  went  with 1,157 bags, the single largest mail ever taken by  a trans-Atlantic steamer to date. She arrived  at New York at 4:15 p.m. on the 14th. 

From New York 19 December 1891, Servia took out 34 First, 70 second cabin and 240 steerage passengers,  960 bags of mail, $56,000 in specie and consignment of diamond jewellery  valued at $359,000. She arrived at  Queenstown at 7:15 p.m. on Boxing Day and resumed passage to Liverpool, arriving there the next day.  

In 1891,  Servia  completed 11 westbound crossings and 12 eastbound crossings. 

Photo of Servia from an 1892 trip album, 9 July sailing from New York, returning 25 September. Credit: eBay auction photo.

1892

Following her  traditional beginning of year drydocking, Servia resumed service with her 6  February 1892 departure from Liverpool and Queenstown the next day.  She arrived at New York on the 15th, crossing the Bar at 9:35 a.m.. Among her  passengers  were 130 Russian  Jews and arriving amid a typhus epidemic, they were subject  to more diligent medical examination at Quarantine but all but 10 were allowed to stay aboard and land  on arrival at the pier.  The other ten were released  the following day.

Making her first eastbound crossing of  the  year, Servia left New  York at 1:00 p.m.  On 20 February 1892 with 95 First, 36 second cabin and 125  steerage passengers as well as 721 bags  of mail and $191,000 in specie.  She arrived at Queenstown at 10:30  p.m. on the 28th, landing the  Irish  portion of the mails there and some passengers before carrying on to Liverpool where she  came in the next day. 

From Liverpool on 5 March 1892 and Queenstown at 1:30 pm. on  the  6th, Servia  headed westwards to New  York with "a full complement of passengers and a large mail,"  arriving there at 4:57 p.m. on the 14th.   Her passengers included the Japanese Ambassador to Austria and the Spanish Consul in  Quebec. Local health officials were incensed when  it was made known, after passengers  had landed, that  a child in steerage  had been sick with measles and not  informed of, vowing that hitherto none of  Servia's  steerage  passengers  would be permitted to land until examined first.

Mersey-bound, Servia cleared New York  at 11:00 a.m. on 19 March 1892 with 47 First, 23 second cabin and 138  steerage passengers  and 680 bags of mail.   Calling at Queenstown at 4:27 a.m. on the 27th, she  landed all her mail and some passengers and resumed passage for Liverpool,  reached the next day.

With the now usual "with  a full complement of passengers and a large mail" that  Cunard  afforded westbound  sailing  announcements  now, Servia left Liverpool on  2 April 1892 and Queenstown the next day at 12:50 p.m..  She  crossed the  New York Bar at 7:48 p.m. on the  10th.  Among her  passengers were again hundreds of Russian  Jews.

When Servia left New York at 10:00 a.m.  on 16 April 1892, she had a small list of only 76 First, 51 second cabin and 80 steerage  passengers, 461 bags of mail and $17,500 in specie.  At  Queenstown at 10:30 p.m. on the 24th,  she landed all her mail  save that  for  Scotland  and a number of passengers and arrived in the Mersey  the following day.  

Departing Liverpool on 30 April 1892 and Queenstown the next day, Servia put in her best crossing in years,  arriving at New York at 1:00 p.m.  on the  8th, logging 7 days 4 hours 20 mins. from Daunt's  Rock  to Sandy Hook. 

Going out on 14 May 1892, Servia's 148 First, 120 second cabin and 117 steerage passengers included W.B.  Hess, the U.S. Ambassador in Constantinople, and she went out with 440 bags  of mail, all of which was landed on arrival  at Queenstown at 10:00 p.m. on the 22nd. 

Servia  cleared  Queenstown at 1:00 p.m. on 29 May 1892 and crossed  the New York Bar at  1:59 a.m.  on 6 June.  

At the onset of the summer season, Servia was a busy ship on departure from New York on 11 June 1892, going out with 300 First, 148 second cabin and 140 steerage passengers, and 392 bags of mail.  She arrived at Queenstown at 11:55 p.m. on the 19th and the next day  at Liverpool.  

The Cunard steamer Servia starts to-morrow on her 227th trip across the Atlantic. She is commanded by Captain Dutton, who was born the same year as saw the organisation of the company's service on the Atlantic He joined that service at the age of 31, and nine years subsequently was promoted to the command of the Balbec. The Servia has probably at different times carried the largest mail, the biggest outward freight, and has made the largest total earnings on a round voyage, of any steamer now crossing the Atlantic.

Liverpool Mercury, 25 June  1892.

From Liverpool on 25 June 1892 and Queenstown at 1:30 p.m. the following day, Servia sailed for New York where she arrived at 5:30 a.m.  on 4 July,   much delayed by heavy fog for three days, 1st-3rd, off the Grand Banks and down the coast.  

One of eight trans-Atlantic liners  sailing  from New York on 9 July 1892 with some 3,050  cabin passengers, at the height  of the season, Servia had 456 First, 144 second cabin and 140 steerage passengers aboard and 399  bags of mail.  She made Queenstown at 11:35 p.m. on the 16th and Liverpool the following day.

Servia cleared Liverpool on 23 July 1892 and Queenstown the next day at 12:52 p.m. for New  York where  she  arrived at 12:15p.m. on the 31st. 

Homewards on 6  August 1892, Servia cast off from her  North River pier  at 5:00 p.m. with  110  First, 93 second cabin and 151 steerage passengers, and 502  bags of mail.  Pausing at  Queenstown at 7:53a.m. on the  14th,  she proceeded  to Liverpool to arrive there  the next  morning. 

Servia waited 23 minutes on the  late arriving mails at  Queenstown on 21 August 1892 but  was off  by 1:20 p.m. to New York where she  arrived at 1:20 p.m.  on the  28th.

With  the summer rush a distant memory, it  was a light list  of  55 First, 63 second  cabin and 160 steerage  embarking Servia at  New York  on 3 September 1892  and she  sailed at 4:00 p.m. with 476  bags of mail.  Three days out, early on  the 6th, she collided with  the  American sailing ship Undaunted, inbound, for New York,  in dark and  foggy  conditions,  "the  shock of which caused much  excitement on board the  Servia and, the passengers  rushed  on deck in an alarmed state. Their fears were, however, soon allayed when it  was  discovered that  neither  vessel  had  sustained any apparent damage. The  Servia stood  by the ship for three hours until it was ascertained  that  no  damage was done." (The Herald,  12 September).   

Capt. Dutton reports that at 3 A. M. on the 6th inst, while in longitude 55 west and while the vessel was going dead low rate of speed, owing to the prevalence of a dense fog, the lookout suddenly espied the dim outlines of a sailing vessel just ahead. The signal to reverse the steamer's engines was instantly given and as quickly obeyed, but the two vessels were 80 close to each other before their proximity was discovered that it was impossible to check even the slight speed at which the steamer was  running at the time before they had come together.

The sailing vessel was the ship Undaunted,  which sailed from Shields July 31 for New- York and passed the Lizard Aug. 7. Owing to the moderate speed at which the Servia was proceeding, the shock of the collision was rather slight, the hull of the sailing vessel receiving a sliding blow.

The officers of the  Servia succeeded in bringing the steamer to a full stop in a very short while. and at once set about the work of finding out the identity of the sailing vessel and it she had received much damage by the collision and was in need of assistance. The Servia remained on the spot for three hours, and. after much difficulty, owing to the dense fog, was enabled to communicate with the Captain of the Undaunted, who, much to the relief of those on board the Servia, reported that the ship had not been damaged and that no assistance was required. An examination which was started on the Servia immediately after the collision revealed the fact that the steamer had also escaped undamaged.

The impact of the two vessels was so slight that most of the passengers on the Servia, who were asleep at the time, were not aware that anything unusual had happened. Only a few of them Were aroused from their slumbers by the bustle of the crew as they hurriedly responded to the orders given by the officers. Several of the passengers had curiosity enough to dress themselves and go on deck to discover the cause of the commotion, but their anxiety was 800n allayed when they found that there was not the least danger to be feared. The fog continued for two days, and the steamer had to proceed very slowly and cautiously.

A passenger on the Servia named Stack says that fine weather was experienced from the time the Servia left New York, on Sept. 3, until she entered a dense fog bauk on Monday last. Then the engines of the steamer were slowed down, the fog whistle was kept constantly blowing. and every precaution was taken to prevent any accident occurring. Mr. Stack had retired to his stateroom before the collision happened, but was awake when the vessels came together and felt the shook caused by the impact. He immediately dressed and hurried on deck, when he saw a sailing vessel, which he afterward learned was the American ship Undaunted, bound from Shields for New- York, passing astern after having glided along the Servia's port side. As the Undaunted vanished in the darkness of the fog, which hung like a pall over the steamer and obscured everything a short distance away, the Servia was put about and started after the sailing vessel, catching up with her after steaming, about, as Mr. Stack thought, for an hour and a half. When the officers of the Servia profferred assistance and found that the Undaunted had received no damage in her encounter with the steamer, the vessel was again put about and the voyage was resumed.

New  York Times, 12 September 1892. 

The steamship Servia, which sailed from New York on Sept. 3, reached Queenstown to-day.

Capt. Dutton reports that on Sept. 6, long. 55° west, the Servia collided with the American ship Undaunted. There was a heavy fog at the time, and the Servia was proceeding very slowly.

The vessels came together with little force, and neither was damaged. The passengers landed at Queenstown by the Servia agree that they had a narrow escape when the steamship collided with the Undaunted. The credit for their safety, they say, is due to Capt. Dutton, who, throughout the fog. proceeded very cautiously, with the Servia's bells ringing her foghorn blowing. The fog began on Sept. 5. It was so dense a person could see hardly half a ship's length ahead.

The speed of the Servia was immediately slackened. At 2 o'clock on the morning of the 6th many of the passengers felt a slight shock, although about half of the persons aboard were not even aroused from their sleep. About twenty persons ran on deck and saw a big ship so near at hand that Capt. Dutton was calling out to learn if she needed assistance. The Undaunted's Captain said that she received no injuries, and proceeded. An examination of the Servia also showed that no damage had been done her.

New York  Herald, 12 September  1892.

Servia arrived at Queenstown at 9:14 a.m. on the  11th, landing all her mails there  and some passengers, before resuming passage  to Liverpool. 

Once  again bound  for New  York,  Servia left  Liverpool on  17 September 1892 and  cleared Queenstown at 1:25 p.m. on the  18th, delayed  after waiting  30 minutes  for  the late arriving mail train. She  sailed with 380 First and 224 second cabin  but  carried no steerage passengers on this crossing. Servia arrived at New  York at 4:14  p.m.  on the  25th.

It  was a paltry 40 First, 79 second cabin and 88 steerage passengers rattling around  in Servia on her 3 October 1892 sailing from New  York, and she  also took out 535 bags of mail.  Queenstown was reached at 4:45 a.m. on the  9th and thence to Liverpool.  There she discharged  an exceptionally  large  consignment  of 4,323 quarters of chilled beef. 

Servia sailed next for  New York on 15 October  1892 and  Queenstown the  next day with 372 passengers aboard, 122 in saloon, and had a very  rough  crossing:

Incoming vessels continue to bring reports of stormy season upon the Atlantic. The Cunarder Servia, which yesterday arrived from Liverpool, was buffeted by heavy gales throughout almost the entire passage. She came through them uninjured, and in spite of the warring elements succeeded in reaching port on schedule time.

New York Times, 25 October 1892.

Servia  arrived at New York at 1:24 a.m. on 24 October  1892 and among those  landing was Col. W.F.  Cody, "Buffalo Bill" returning from a long European engagement  with his troupe.  "Col. W. F. Cody, "Buffalo Bill." wearing a slouch hat and a long fur-lined coat, was a conspicuous figure on the pier of the steamship Servia, which arrived yesterday from Liverpool."(New York Herald, 25 October). 

With another small list of 52 First, 61 second cabin and  105 steerage  passengers, Servia was off  for the Old County at 1:00 p.m. on 29 October 1892, also taking out  a heavy  mail of 680 bags.  All her mail and a few passengers were landed on arrival at Queenstown at 7:00  a.m. 6 November. Servia had  another very  rough  trip across with  violent north-westerly  gales through  the voyage, "On Tuesday,  Wednesday  and Thursday last the wind  blew with terrific force,  and heavy seas broke on board, washing  the  decks with great fury. " (The Herald, 8 November). It was  generally  conceded  that  the month  was  among the worst in many  years  for North  Atlantic weather. 

Servia cleared Queenstown at 1:00 p.m. on  12 November 1892 for  New York, and with  a large  mail which was 17 minutes late  in arriving.  During the voyage a saloon passengers, Mrs. E.D. Parks,  aged 66,  died of heart disease on  the 19th.   A resident of Washington, her body was brought to port and for burial there.  Servia arrived  at New York on the  21st.

The  ever quickening pace of development of  the ocean steamship which  produced Servia would eventually supplant her.  Cunard commissioned two much larger ships,  their  first  with twin screws, from Fairfields in 1891-- Campania  and Lucania-- which would eventually  displace Servia and Aurania on the express service. It was reported on 20 May  1892 that "the Lucania,  a  sister  ship,  will be  completed  in April, and is  expected to take the  place  of the Servia on the New York line  in May." (New York Times). It was added that "the Servia  and Aurania will be  withdrawn from the New York service, except in the busy summer season, after the  new vessel have  been put on."

From New York on 26 November 1892, Servia cleared at noon with 38 First, 76  second cabin and 182 steerage  passengers  and 327 bags of mail.  Most of her mail,  save  that for the Midlands, was landed on arrival at Queenstown at 3:07 p.m. on 4 December  and she carried  on to Liverpool.  Her cargo discharged there included 4,568 quarters  of beef  and cotton. 

With her  annual refit brought forward, Servia concluded a busy year, and officer and crew enjoyed a rare Christmas in home port.  

In 1892,  Servia  completed 11 westbound crossings and 11 eastbound crossings. 

Servia log and track chart, 8 July 1893, Liverpool to New York. Credit: eBay  photo.

1893

Servia resumed service from Liverpool  on New Years  Eve  1893 and cleared Queenstown at 2:10 p.m. on 1 January, late waiting on  the 47-minute  delayed  arrival  of  the outbound mails.  She  arrived  at New York at 10:35 a.m. on the  9th and among her passengers was Capt. Irving, formerly  commander  of the White  Star  liner  Teutonic, "it had  been rumoured that  the  captain was coming  over  to marry a wealthy  American widow,  but that report was  pronounced  as untrue." (New York  Tribune, 10  January). 

With 142 First, 105 second cabin and 123 steerage passengers and  $176,000 in specie, Servia started  her  first eastbound  voyage of  the year  on 14 January 1893.  This  had  her arriving at Queenstown at noon on the  22nd where  she landed all her mails  and some passengers before  resuming passage  to Liverpool.

Departing Queenstown at 1:05 p.m. on  29 January 1893 with 93 First, 173  second cabin and  171 steerage passengers, Servia made  New York at 9:45 a.m.  on 7 February and her passengers reported sighting two  seals on the  ice floes in the Lower Bay  on arrival, "they  were very  small, and dived  into the  water when  the  Servia passed them."  (New York  Herald, 8 February).   The Tribune added that Servia had "an exceedingly  rough voyage" across.

Servia left  New York at 3:00 p.m. 11 February 1893 with 52 First, 81  second cabin and 110 steerage  passengers in addition to  810  bags of mail and $284,000 in specie.  Calling  at Queenstown at  2:30 p.m. on the  19th, she landed all her mail there and a few passengers before continuing on to  Liverpool.

Passing out of  the Mersey on 25 February 1893 and  Queenstown at 12:57 p.m. on the 26th, Servia got into New York on 6 March, having experienced "fresh gales and high  seas most  of  the  voyage." (The Herald,  16 March). 

There were few takers-- 40 First, 45 second cabin  and 73  steerage-- for Servia's 11 March 1893 sailing from New  York but she left at  2:00 p.m. with a heavy mail of 890 bags and $216,000  on specie. She arrived  at Queenstown at 1:03 p.m.  on the 18th and made Liverpool  the following day.

The westbound  Servia departed Liverpool on 25 March 1893 and Queenstown the following day  at 1:00 p.m. and got into New York  on 2 April, crossing the Bar at noon. 

With 201 passengers  aboard, Servia cast off from her North River pier at 2:00 p.m. on 8 April 1893 and  got into Queenstown at 5:31 p.m. on the  17th. When she  arrived  at Liverpool the  next  day,  her regular service  on the express New York  Saturday mail run was at an end.  The new 12,950-grt, twin-screw Campania started  her maiden  voyage from Liverpool on the 22nd, displacing Servia and Gallia which, for  the peak season, were put  on  an "Extra New York Service"  from Liverpool on  Tuesdays.

Making her  first voyage  as an "extra boat," Servia  left Liverpool on 25 April 1893 with nary  a press mention and Queenstown the next day.  She  arrived at New York late on 4  May.

The  Extra Service also left New York on Tuesdays and  inaugurated by Servia's sailing on 9  May  1893, departing at 1:00 p.m. with 301 passengers.  She made Queenstown at 8:28 p.m. on the  17th and proceeded to Liverpool,  arriving the following day.

From Liverpool on 23 May 1893 and at 12:15 p.m. the next day from Queenstown, Servia sailed for  New York where she arrived on the  31st.

At the  onset of the summer  season, her new "extra service" duties did  not  attract too  many passengers  at first and there were but 114 First, 173 second cabin and 110 steerage fares sold for Servia's 6 June 1893 departure (at noon) from New York.  The voyage was marred by a collision, this time with fatal results, with an American sailing ship, Alexander McCallium (1870/1,878 tons), on the 7th in hazy  conditions.  Commanded by  Capt.  D. O'Brien,  the McCallium had departed  London 28 April for New York and was so badly damaged in the  collision,  she  sank five minutes later with  24 of her crew rescued but  one drowned.

Details of the of accident did not reach the world until Servia arrived at Queenstown at 12:56 p.m. on 14 June 1893, "after somewhat protracted passage of over seven days, cased  by having experienced dense fog at  the commencement of the passage, during which  the liner had to proceed  cautiously at reduced  speed," (Glasgow Daily Mail,  15 June):

The collision occurred in latitude 40° north. longitude 099 west, about 8 o'clock in the morning. The weather was and those on the Servia did not see the ship antil the steamer was close to the Servia's engines were reversed full speed, but the effort to stop her was futile. She struck the McCallum between the main and mizzen masts and cut large hole in her side. 

The water poured through the gap in a torrent, and the McCallam almost immediately began to settle. Five minutes later she sank. The bow of the Servia was kept in the hole long as possible, and while she was in this position of the men on the ship climbed over her bow to the deck of the steamer. In the meantime boats were lowered from the Servia, and they picked up two of the McCallum's crew who had jumped overboard. The name of the man who was lost was Henry Mille, who was from London.

Nearly all the passengers on the Servia were in berths at the time of the collision. The shook awakened many of them, and they ran on deck to what had happened. There some commotion, but the assurances of the officers that there was not the slightest danger to the  steamer were readily accepted and the  excitement soon subsided. During the day the passengers subscribed $380 to aid the who lost all their possessions on board the ship.

The Servia was leaking slightly  at the bows.  First Officer Williamson was in charge of  the deck when the accident took place.

New York  Times, 15 June 1893.

The Press Association's Queenstown correspondent, in an interview with an officer and some of the crew of the American ship Alexander M'Callum, sunk by the Cunarder Servia on the 7th inst., ascertained that the ill-fated ship was 41 days out from London, and had a crew of 25. The collision occurred at three in the morning, the weather being hazy. Half of the crew were below at the time, and were thrown out of their beds, The Servia struck the ship midway between the main and mizzen masts, and cut almost through her. She immediately began to fill,  and 22 of the crew climbed up the main rigging and clambered on to the hows of the Servia. In less than five minutes the ship went down, stern foremost.

Two of the three missing men, including the second officer, were described as clinging to some wreckage, and were rescued. Henry Mills, of London, was drowned. The second officer had a terrible experience. It appears that his cabin was shattered by the bows of the Servia. His lamp, which was overturned, set his bed clothing on fire, and then, to his horror, he found that the wreckage had completely blocked the doorway, and he could not make his escape. He worked hard to got out, and meanwhile, the water being almost up to his he knees, he knew the ship was sinking. Finally, managed to burst the wooden vessel partition, and reached the deck just as the sunk beneath his feet, leaving him struggling in the water. When rescued he had only his shirt on. 

The passengers of the Servia consider they had a wonderful escape. They state that no excitement was noticeable except among some of the women, which was allayed when the pumps disclosed the fact that no water was coming in except in the forepeak. Captain Dutton, in his official report sent ashore here, says that the haze came on suddenly in the banks, and, fortunately, the Alexander M'Callum was seen just in time to stop the engines, and then reverse fall speed astern before she collided. Owing to this the force with which the vessel was struck was considerably lessened, and, as a consequence, the damage to the Servia was only trifling.

Glasgow Daily  Mail, 15 June 1893.

The new Campania suffered from terrible vibration on introduction, mostly  due  to faulty screw design and had to be taken out  of service for  the  fitting of new ones and other alterations. Consequently, Servia  took her sailing of 8 July 1893 on the Saturday  express service.  This this gave  some time to  repair  the minor damage  caused  in her collision.  

From Liverpool on 8 July 1893 and Queenstown the following day  at 12:55 p.m. Servia sailed for New York with 93 First, 128 second cabin and 136 steerage  passengers where she arrived at 6:36 p.m. on the 16th.

Taking the Saturday express sailing  from New York of 22 July 1893, Servia cleared Pier 40 North  River at 3:00 p.m. with 164 First, 202 second cabin and 236  steerage  passengers as well as 416 bags of mail and $78,000 in specie.  She got into Queenstown at 2:58 a.m. on the 30th and Liverpool the next day.

Not programmed to make  her  next westbound crossing until 22 August 1893, Servia in fact remained  in Liverpool and the  sailing cancelled, possibly owing to the  difficulty  in securing bunkers during a coal strike. A later sailing date of 19  September, too, was scrubbed and Servia  would spend  the balance of the year laid up in Langton Dock, Liverpool.

 In 1892,  Servia  completed 7 westbound crossings and 7 eastbound crossings. 

Servia clearing  the  Mersey. Credit:  The  Mariner's Museum.

1894

Finally back in service, Servia  (Capt. John Ferguson)  was already  at sea on New Years Day 1894, having departed Liverpool on 30 December and Queenstown at 1:42 p.m. on New Years Eve, after waiting 30 minutes  for  the  late arriving  mails.  She got into New  York at noon on 8 January and among her arriving passengers was Capt. Horatio McKay, of  Lucania,  which was drydocked at Liverpool  (and why Servia was on the express mail run  this trip) was  coming  over to marry  Miss  Elizabeth  Swan of Oyster Bay whom he met  whilst the commander of Umbria in  which Miss  Swan was a  frequent  passenger.  The wedding service was held on the 10th and among those  present was Cunard New York manager Mr. Vernon Brown  and Mrs. Brown and Capt. Ferguson of Servia. 

Capt. and Mrs. McKay were  among the 56 First, 93  second cabin and 172  steerage  passengers  embarking Servia at Pier 40  on 13 January 1894 and she cleared at noon with 870 bags  of  mail and $326,000  in specie. Calling at Queenstown on the  21st and arriving at Liverpool on the 22nd, she reported passing a  massive  iceberg on the  16th,  three days  out of New York, which  was estimated to be 100  ft. high and passed safely at 7:20 p.m..  

Still "filling  in" for Campania and Lucania during their winter  refits, Servia undertook another  sailing on the express berth, departing Liverpool on 5 February  1894 and Queenstown the  next day at  1:20 p.m., again having to wait on the 33-minute late arriving mails.  She made  New York at 1:40 p.m. on the  13th after a "tempestuous voyage":

The Cunard steamer Servia got the western gales as soon as she left Queenstown. On the first day a fresh breeze increased to a fresh gale. The sky was overcast and a high southwest sea was running. The gale continued for the next two days with high head seas. She had moderate weather then until February 11, when she caught a strong gale accompanied by furious squalls and high head seas. The gale and the head seas continued all day Monday. Yesterday she came into port, running from a moderate gale into a fresh breeze and a storm of sleet.

New York Tribune, 14 February 1894.

Servia sailed from New York at 6:00  p.m. on  17 February 1894  and got into Queenstown at 1:37p.m. on the 25th and Liverpool the next day. 

Intended to revert to her Tuesday "extra" service from Liverpool on 13 March 1894, this was cancelled as were later sailings for 10 April and 8 May and 3 July.  Finally, Servia (Capt. Ferguson)  resumed service on 7 July, as a relief  ship on the Saturday express service, leaving Liverpool "with a large number of passengers  of all classes," and clearing Queenstown the next  day  at 12:18  p.m. with 194 saloon and 209 steerage passengers.  She arrived at New York at 12:10 a.m. on the 16th.

On departure  from New York at  10:00 a.m.  on 20  July 1894, Servia went out  with  171 First, 130 second cabin and 270 steerage passengers, 355 bags  of  mail and $140,000  in specie.  Queenstown was reached at 10:41 p.m. on the  28th where  she landed some passengers and the  Irish portion of her mail before carrying  on to Liverpool. 

There was another lapse in her sailings and back on the extra service, Servia next sailed  from Liverpool  on  11 September  1894.  This was accomplished  with much pomp  and circumstance, coinciding with  the visit of  the  Duke  and Duchess of  York to  the Mersey and  an inspection cruise in Vigilant down the river passed an impressive array of ships of all types, "Steaming on, the  Vigilant passed at close quarters the  Cunard  liners Umbria  and Servia, both of  which vessels were elaborately decked with flags, and were inspected with evident interest  by the royal  couple." (Liverpool Mercury, 12 September). Calling at Queenstown on the 13th, Servia reached New York at 4:15 p.m. on the 19th with 520 cabin and 267 steerage  passengers. 

With a meagre list of 14 First, 10  second cabin and 128  steerage passengers, Servia left New York on 25 September 1894 and arrived at Queenstown at 10:38 a.m. on 3 October, where the Cork Daily Herald reported  that "during  the  greater portion of the passage very  boisterous weather was experienced."   After landing three First, four second cabin and 31 steerage passengers to the  tender Ireland, Servia resumed passage and came into the Mersey  the next day. 

Servia was "done" for  the year and  laid up in No. 2  Branch, Alexandra Docks, Liverpool, together with  Aurania.  

In 1894,  Servia  completed 4 westbound crossings and 4 eastbound crossings. 

Another excellent Francis Frith photograph of Servia in the  Mersey.  Credit: National Maritime Museum. 

1895

Back in service, again as a relief ship  on the Saturday express service, Servia (Capt. Ferguson) left Liverpool on 9  February 1895 and arrived in Queenstown in blizzard conditions the next day  "after a stormy passage from Liverpool," and had an even worse time of it  on arrival waiting for  storm delayed mails by train:

The Cunard steamer Servia, which had been detained at Queenstown since Sunday in consequence of the American mail train having been snowed up at Charleville, sailed yesterday afternoon for New York. She embarked 912 bags of mails, which were 26 hours and 10 minutes late in arriving. The mail sorters in the train state that they had a terrible experience, having been 29 hours and 10 minutes in the postal cars. The train was first blocked by the snow between Kilmallook and Charleville, and remained for five hours, until a gang of men from the Charleville station arrived and dug the train out of the snow drift. Having reached Charleville Station, the train was detained there one hour, and starting again at 5 15 p.m., it ran into another snow drift 6ft. thick, where it remained embedded until eight p.m. A large number of labourers endeavoured to clear the road to Buttevant, but the violence of the wind, the blinding snow, and the intense low temperature compelled the men to give over the work, and the train had to be pushed back to Charleville Station, where it remained until 11 5 yesterday morning. The mail sorters had to remain all night in the mail vans, while a perfect blizzard was blowing over the train, the temperature being several degrees below zero. Several hundred men were employed early yesterday morning to clear the up-line between Buttevant and Charleville, where the drift was heaviest, and at 11 5 a.m. the mail train was shunted on to it, and the ordinary up traffic to Dublin having been suspended, the American mail train was enabled to reach Queenstown at 1.5 p.m., when the mails were at once placed on board the Servia. Never on any previous occasion. were the American mails snowed up in Ireland.

Liverpool Mercury, 12 February 1895.

Servia was finally able to sail from Queenstown at 3:00 p.m. on 11 February  1895, 26 hours 10 minutes  late.  The crossing offered  no respite  from the harsh weather than winter and she hit a strong gale with heavy squalls on the 14th, "The gale  became extremely  fierce on the  following day,  and the  seas high and confused."(New York  Tribune, 20 February). Servia got into New  York on the 19th at 8:23 a.m. and had 58 First, 66 second cabin and 203 steerage passengers aboard.

Getting away from New York at 4:00 p.m. on 23 February 1895, Servia went out with 243 passengers, 717 bags of mail and $236,000 in specie and arrived at Queenstown at 6:43 a.m. on 3 March and proceeded to Liverpool, arriving the following day. 

Proving her "extra service" was entirely demand enabled,  another of Servia's advertised sailings, that  of  2 April 1895, was cancelled.  Another proposed sailing, for 14 May, was postponed to the 28th and it, too, was cancelled and less than a week before  sailing.  So, too,  were advertised sailings on 16 July  and 13 August.

Finally, Servia  put  again  to sea, departing Liverpool on 10 September  1895, embarking her passengers at  3:30 p.m. off Prince's  Landing Stage and departing at 4:30 p.m. and Queenstown the next day at 1:40 p.m., waiting 11 minutes  for  the late  arriving mails.  She arrived at New York at 1:25 p.m. on the 18th with 587 cabin and 154 steerage passengers.  

Servia sailed from New  York at  1:00 p.m. on 24 September 1895 and arrived  at Queenstown at 5:11 p.m. on 1 October.  

In an early  hint as to her future  employment, the  New York  Times reported on  17  September  1895 that  "the  committee  of the  Ancient  and Honorable Artillery  Company  on the  visit  to London has engaged the  Cunard  steamship Servia for  the  trip next June. The party  will leave Boston Monday, June 29. This  will give them Fourth  of July at sea, and extensive  preparations will be made to give the day  a  royal  Yankee send-off."

Again idle for the  rest of  the year, Servia was laid up in Liverpool's Canada Dock. During  her annual  refit, the  yards on her foremast all provision to  carry sail  was  removed.

In 1895,  Servia  completed 2 westbound crossings and 2 eastbound crossings. 

Servia  in her  final rig, post 1895, with  no provision to  carry sail. Credit:  The Mariners' Museum. 

1896

In relief of Lucania and Umbria during their winter refits, Servia (Capt. Hewiston) was reactivated and departed Liverpool on 11 January 1896 on the  Saturday  express service, clearing Queenstown at  9:35  a.m. on the  12th despite  the mails being 1  hours 23 minutes late in arriving.  She arrived at New York at 7:20 p.m. on the  20th with 98  cabin and 133 steerage passengers and came alongside Pier 40 the following  morning. 

The  Mersey-bound Servia cleared New  York on 25 January 1896 with 196 passengers,  950 bags of mail and $499,000 in specie.  Queenstown was reached at 8:20 a.m. on 2 February and Liverpool the following  day. 

Once again, demand did not warrant  attempts to revive the  Tuesday "extra"  service and subsequent advertised sailings of   17 March, 14 April and 12 May 1896 were cancelled. 

During this time, Servia  was reported as laying at No. 1 berth,  Langston Dock,  Liverpool,  "under repair."  Alterations made during this period saw the  yards removed  from her foremast and henceforth Servia carried no sail.

The Ancient and Honorable Artillery Co.'s trip to London was placed in the hands of H. Gaze & Sons more than a year ago, and this well known tourist firm has been busy ever since in perfecting arrangements for the soldiers' enjoyment and comfort. Messrs. Gaze & Sons have chartered the Cunarder Servia, which comes to Boston for this special trip.

The Servia will leave Boston on Monday, June 29. More than three hundred Ancients and their friends, including the Salem Cadet Band, are already booked: a few vacancies only remain, and immediate application should be made for membership of Gaze's special Servia party, or for independent ocean travel. H. Eaves, the Boston agent for H. Gaze & Sons.

Boston Evening  Transcript,  13 May 1896.

Headquartered in Boston's famous Faneuil  Hall, and dating from 1638, the Ancient and Honorable Artillery  Company of Massachusetts, or as are known in New  England, "The Ancients," is the oldest chartered military  organisation in America and a major fraternal society especially  in  Boston, one third of the members having past military  experiences and traditionally  selected from the top echelons of old Boston society. President Calvin Coolidge being  a prominent member. In the late 19th century it was perhaps the most prominent fraternal society  in New England and with the growth of  international travel, it branched out  to organise, with established travel  firms, epic overseas trips of 500 or  more participants. That for 1896 was entrusted to  H. Gaze &  Sons, one of America's oldest overseas agencies.  

Credit: The Boston Globe, 26 June 1896.

Servia got a new master for her return  to service:  Capt. J.B. Watt. Born in 1843, he joined Cunard in 1873 as Third Officer of  Calabria,  and rose to captain in 1884, commanding British Queen.

A new era for  Servia commenced on 16 June 1896 with her departure for Boston from Liverpool at 4:30 p.m. and  from Queenstown  the  next day at 8:35 a.m. with 27 First, 39 second cabin and 185 steerage passengers.  She arrived at Boston on the  23rd and was afforded the sort  of public and press attention that she had rather lost in  New York and Liverpool in her dotage.  The evening  of the  25th at the  Algonquin Club a dinner was given in honour of Capt. J.B. Watt and his  fellow officers,   Cunard Boston manager Alexander Martin and Dr. R.H. Crunden, American manager  of Henry Gaze & Co., by the member  of Ancient and Honorable  Artillery Company, "in appreciate of the  fact that Captain Watt is  the man to whom the  Ancients  will  intrust themselves  for  their voyage  to the  other  side."(Boston Evening Transcript,  26  June).  The evening was concluded with  the singing of  "God Save the Queen" and "America". 

Servia leaving Boston on 30 June 1886 with the "Ancients".  Credit: Mariners Museum. 

The send-off of  the Ancients (the group comprising 345 men, including 25 officers and a band of 45, including 35 retired officers of  the U.S. Army),  from Boston was doubtless the greatest ever afforded a sailing by  Servia or  indeed few other liners  of  the  era and the departure covered by  the  Boston papers  in fulsome detail. The reality was impressive enough with some 20,000 packing East Boston's waterfront in fine  weather  to see the departure. Whilst the harbour itself was  thronged  with tugs and small craft of every  description amid the shrill din of whistles and sirens. 

Credit: The Boston Globe, 30 June 1896.

The Ancients got a "send-off"' at East Boston today which neither they. nor those who were present, will ever forget. Such crowds!-there must have been 20,000 people on and in the vicinity of the Cunard wharf. There were beautiful women in profusion everybody was in gala attire of flowers as were carried around as tokens and souvenirs thrown by those on board to those on the wharf. It seemed as if every tugboat in the harbor had been chartered for the occasion.

There were 10 of them crowded with people clustered around the end of the wharf. Then there was the Mayflower hovering outside crowded with several more thousands--the soldiers that did escort and their friends. Everybody seemed to be happy. There was not a sad face anywhere. There was expectation of the good times to come on the faces of those on board, and there were plenty of good wishes and bon voyages from those on the wharf.  

Out in the harbor many of the ships were gayly decorated with bunting, and crowds could be seen on every wharf all looking from East Boston to Boston, anxiously waiting for the moment when the Servia would swing clear of the the wharf and start on her voyage down the harbor.

Before 12 o'clock the warning bell on board the Servia were sounded, notifying visitors that they  that they must leave ship at once. Many lagged behind, however, were until just before the gang planks being removed. A sign at gang plank warned visitors in regard to this matter, and presumably all got off before the Servia cast off her moorings. 

About 12.15 the great whistle on the Servia blew a blast, the moorings were cast off, the band struck up, the vessel began to move, slowly at first, then faster and faster as she backed out, such a waving of handkerchiefs and cheers, etc! The band was drowned out for the time being. Then the tug boats and the Mayflower started up their tooting, and every vessel in the harbor that had a tooter tooted it.

 It was a grand sight, and it would be difficult to find a more perfect day or more perfect conditions for a start.The rush to get back to Boston began soon after the Servia started, and the ferryboats were loaded for an hour thereafter.

The  Boston Globe, 29  June 1896.

Probably no vessel going out of Boston ever had such a send-off as did the Servia yesterday. Besides the Mayflower, which carried the military escort, she was accompanied down the harbor by between fifteen and twenty tugs, with the personal friends of members of the command on board, by the Vigilant, chartered by memberg of the City Government; the Protector, with a party of Captain Bragdon's friends, and by the steam yachts Senator, Starling and Calypso, owned by members of the corps. As the Servia swung out from her dock and headed down the harbor, she was saluted by the whistle of every steam vessel within sight, and by a steady fire from the guns of all the yachts in the anchorage, while the powerful siren of the great liner herself rose above the babel of sound like the bay of a mastiff above the yelping of a pack of curs. As she swung slowly around and proceeded, the tugs and yachts clustered about her, still blowing their whistles, while the thousands on their decks shouted farewells and last messages, and waved flags and handkerchiefs until each craft was a mass of changing color. Many of them were equipped with mortars, and threw up shells, which, bursting high overhead, mingled their sharp reports with the volume of cheers and the din of steam whistles.

There were bands on the Mayflower and Servia, and these kept up a continual concert, playing the national airs of England and America. The Mayflower led the big pleasure fleet, and close behind her followed the Servia hemmed in on both sides by the tugs and yachts. Castle Island, so soon after the scene of a disaster, was black with people who cheered the fleet as it went by, and all the craft passing up the harbor dipped their colors and sounded their whistles in salute. The farewell off Boston Light was one which will not soon be forgotten by those who took part in it. The Servia stopped her engines, and the fleet of small craft clustered about her until she was surrounded on every side. Last farewell messages shouted, the colors on all the craft were dipped again a and a again, and the bands played "The Girl I Left Behind Me." "The Star Spangled Banner' and "God Save the Queen." Then, amid cheers and a chorus of whistles the great liner came ahead at full speed, and leaving the smaller craft rapidly behind was soon out of sight below the horizon line.

Boston Evening Transcript, 30 June 1896.

Credit:  The Boston Globe, 7 July  1896.

"After experiencing very fine weather cross the Atlantic, " (The  Herald, 7 July) Servia arrived at Queenstown at 8:00 p.m.  on 6 July 1896 and at Liverpool the next day to a magnificent reception at Princes Landing Stage by  a guard of honour and an official delegation led by  the Lord  Mayor. 

As the Servia, which was gaily decorated with banners, was proceed up the river, selections of music were rendered by the several bands, the various detachments of volunteers having been drawn up in line facing the river, ready to receive the distinguished company of artillery. When the vessel was still far out on the river in tow of the tender Skirmisher, greetings were exchanged with those on board and those on the stage, by the waving of handierchiefs and American flags.

Whilst the liner was being made fast alongside the stage, one of the bands on shore played the National Anthem, immediately after which the band on board the Servia struck up the tane of The Star Spangled Banner." At the close of this there was most vociferous cheering by those both on the vessel and the stage, accompanied by the waving of hats and handkerchiefs, bannerettes and sticks. This was kept up with great enthusiasm until the gangways were hoisted up the vessel's side. The Lord Mayor, accompanied by a number of officers and the deputation from the Honourable Royal Artillery Company, then boarded the liner, amidst round after round of applause, and in a few words Lord Derby gave the American Artillery men a hearty welcome to England. 

Liverpool Mercury, 8 July 1896.

Credit: The Boston Globe, 31 July 1896.

The Ancients embarked in Servia  for home at Liverpool on 23 July 1896: "The Servia left the landing-stage about five  o'clock amid  the  cheers of  a large crowd  who had  assembled to witness  the departure of the Bostonians."(The  Herald,  24 July).  Departing at 4:30 p.m.  With some 1,000 to see her off, Servia called at Queenstown the  next day and making a wonderfully quick passage of just 6 days 17 hours, and was off Boston Harbor at 11:40  p.m. on the 30th where she anchored for  the night.  Servia was the first liner to  leave  Liverpool on a  Thursday and arrive at  Boston on the following Thursday. A tug hired by the  Boston Globe went out  to greet her  and interview  some of her  passengers and, of course,  put copies of  the  latest edition aboard.  Proceeding at  5:30 a.m.  The  next morning, she was alongside Cunard's East Boston pier by 7:00 a.m. and at the bugle call "Fall In"  the  Ancients trooped down her  gangway at 10:00 a.m. as their band played "God Save the Queen, changing  over  to "Yankee  Doodle"  as  the  contingent set  foot on Yankee soil. 

Servia sailed from Boston at 8:30 a.m. on 8 August 1896 on her return  voyage to Liverpool, going  out with 27 First, 120 second cabin and 230 steerage  passengers.  She  arrived at Queenstown at 3:27 p.m. on the 15th and Liverpool  the next day.

Back on the New York extra service,  Servia  departed Liverpool at 4:30 p.m. on 1 September 1896 and  cleared Queenstown at 1:15 p.m. for  New  York where she arrived at 6:06 a.m. on the  9th with 592 cabin and 133 steerage passengers and a  consignment of gold worth $484,723. 

The Mersey-bound Servia cleared New York at 2:00 p.m. on 15 September 1896  and arrived at Queenstown on the  23rd and Liverpool the following  day.

On her  next  voyage, Servia (now commanded by Capt. H.W.  Pierce,  formerly of  Cephalonia)  was again off to Boston, departing Liverpool  on 26 September 1896. It  was a busy Cunard day at Princes Landing Stage  with  the dispatch, too, of  Campania to New York and Umbria  arriving  from there. Putting in another smart passage of 6 days 17 hours from Liverpool (via Queenstown), despite "strong adverse winds and squally  weather the first three days  of  the passage, followed  by moderate breezes with some fog to port,"(Boston Post,  5 October), Servia arrived at Boston at noon on 4 October. She brought in 4,000 pounds of gold worth about  $995,000, the  single  largest consignment yet landed at the port. Her passenger compliment  comprised 106 First, 172 second cabin  and  240 steerage.  

With Cephalonia  chartered as a troop transport to Egypt on arrival  at Liverpool (from Boston on 5 September 1896) for the next three months, it  was announced on 9 October that  Servia  would take her place on the Boston run at least  for that period  if not longer:

The Servia was assigned to this branch of the  company's service  and may  be kept  her  continuously after  the  three months  are up, as the  demand for  a swifter  and better  steamer than any which  at present  run to Boston is  one that  has  long been before  the notice of the  Cunard company's officials.

The Servia is at  present at the Cunard  docks in East Boston, preparing  for her second voyage  from  Boston. She  is  one of the fastest  passenger  steamers afloat,  and her assignment to this port if made permanent will be  a great  improvement to the service.

Boston Post, 9 October 1896.

Leaving  Boston at 11:30  a.m. on 10  October  1896 with 27 First, 75 second cabin and 210 steerage  passengers, Servia  called at Queenstown at 8:03 a.m. on the  18th  and arrived at Liverpool the following day.

Not sailing for Boston again until 26 November 1896, Servia called at Queenstown at 5:40 a.m. the next day having aboard 10 First, 52 second cabin and 91 steerage  passenger. Arriving  off Boston Light at 5:30p.m. on 3  December, Servia  had put  in a record passage for the Liverpool-Boston run of 6 days 13 hours 43 mins., some five hours better  than her first crossing to The Hub. Her mean times from Daunt's Rock to Boston Light was  6 days 13 hours 43 mins and 7 days  8mins from Liverpool to Boston Light.  The daily runs were 293 miles, 412 miles,414 miles, 402 miles, 390 miles, 395 miles, 430 and 110 miles. 

The feat accomplished by the Servia is the more remarkable from the fact that instead of her being a new steamer, she has now been in the north Atlantic service for over 16 years. One who was on board writes: "The Servia left Liverpool yesterday afternoon a week ago, and on Friday noon passed the Fastnet light, off the southwest coast of Ireland, a distance of 305 miles from Liverpool. On the first day on the Atlantic the splendid run of 412 miles was recorded, and among the passengers and crew the opinion was expressed that should the wind continue to blow from the quarter it was then coming from there was a fair prospect of the Servia eclipsing herself in the matter of rapid steaming. The weather, however, did not continue so mild as desired, yet Sunday noon's record was still buoyant to the hopes, 410 miles being recorded.

With this distance being noted high anticipations were indulged in, but again a slight reduction in distance traveled was posted up on the small board at the various companion heads, 406 miles being the distance. On Monday, however, a heavy head wind sprung up, which continued to blow all day on Tuesday, making it very unpleasant for exercise on deck; and on Tuesday noon the board read 390 miles.

On Wednesday the wind moderated somewhat, and 395 miles as was given as the day's distance. It was left to the last day of the trip for the full development of the Servia's engine power to be evidenced, when the master's reckoning gave it out that the distance covered in the 24 hours was 430 miles, an average of 18 miles per hour, a truly noteworthy record. 

This left but 110 miles to when the engines ceased their throbbing, and the great steamer had come to an anchor, the only regret, amidst all the pleasure of having created another Boston record, was that the Servia had not arrived three or four hours earlier, so that the passengers would have been able to get ashore, instead of having to view from the deck the lights upon the land."

Boston Globe, 4  December  1896.

Records are beginning to go by the board in the trans-Atlantic service between Queenstown and this port. The fast Cunard liner Servia tied up at her dock this morning, and her captain had the satisfaction of knowing that his ship had broken her own record and all others for the trip between the two ports. The corrected time between Daunt's Rock, off Queenstown, and Boston light is six days, thirteen hours and forty-three minutes. If the Cunard line, puts on two additional fast steamships in the spring, as it talks of doing if the demand warrants such a step, then Boston may have nucleus of a fleet of steamships that will compare favorably in time to this port with the flyers of the New York service.

At six minutes after two on the afternoon of Thursday, Nov. 26, the Servia left her dock at Liverpool on her voyage to Boston. The following morning at eight o'clock she  pulled out of her berth at Queenstown, and as she passed Daunt's Rock her time was taken for the beginning of recordbreaking run. It was half-past five last  night that she passed Boston light and slowed down for the run up the harbor to quarantine. Bright and early this morning she steamed up the harbor and pulled into her dock at East Boston at just eight fortyfive o'clock.

The long run was a short one this trip, and Captain N. W. Pierce said this morning, while walking up State street, that it was nothing to what his ship could do. He did not attempt to explain how such fast time for this port was made other than crediting whole thing the superior qualities of the ship. "We did not do the best that we can do, and will make much better time under better conditions than we had on this trip," he said.Out of the six days we had two stormy ones, which, of course, impeded our progress.'.

Boston Evening Transcript, 4 December 1896.

Credit: Boston Post, 9 October 1896.

Her return crossing and the last  for  the year was a  special Christmas one, departing Boston at 1:30 p.m. on 10 December 1896 and Servia cleared with 12 First,  67  second cabin and 240  steerage passengers.

It will undoubtedly prove welcome news to the friends of the passengers on the Cunard steamer Servia, Captain H. W. Pierce, which left this port at 1 p. m. on Dec. 10, bound to Queenstown and Liverpool, to learn that notwithstanding the terrible weather at sea, she passed Brow Head at 6 p. m. yesterday, reaching off there in a little over seven days, and she will reach Queenstown early this morning. Luckily for the Servia, the heavy gales and seas were astern of her, and consequently did no damage. 

Boston Post, 18 December 1896.

Servia called at Queenstown on 18 December and arrived at Liverpool the following day. 

In 1896,  Servia  completed 6 (4 to Boston) westbound crossings and 6 (4 from Boston)eastbound crossings. 

Servia arriving at Boston on 1 July 1896 with the returning "Ancients".  Credit: Nathaniel Stebbins photograph, Mariners' Museum. 

1897

Back on the New York express service in relief of Umbria and Etruria undergoing their  winter refits, Servia  cleared  Liverpool  at 3:00 p.m. on 9 January 1897 and  Queenstown on the 10th at 9:15 a.m.. She arrived at New York at 7:15 a.m. on  the 17th with  69 cabin and 81  steerage  passengers

On departure from New York at 11:00 a.m.  on 23  January  1897, Servia  went  out  with 935 bags  of mail and $382,000  in specie but  an undisclosed number  of  passengers. She made Queenstown at 8:35 p.m.  on the 31st and proceeded to Liverpool  to arrive  there  the  following day. 

Another sailing on the  express service  began at 3:30 p.m. on 6 February 1897 and from Queenstown the next  day  at 8:25 a.m., Servia having aboard 94 cabin and 111  steerage  passengers. She got  into  New York at 1:43 p.m. on the 14th.

Again, Cunard chose  to  detail her consignments of  mail (908 bags)  and  specie (valued at $428,000 and not the number  of  her passengers in reporting Servia's  departure from New  York  at 10:00 a.m. 20  February 1897. She arrived at Queenstown at 10:20 p.m. on the 27th and Liverpool on the  28th.

There would be  no return to the Boston run that season for Servia. With time off  for  drydocking, she instead  restarted the Tuesday extra service to  New York on 20 April 1897, sailing from Liverpool at 3:30 p.m.  and Queenstown at 12:45 p.m. the next day.  She arrived  at New  York at 1:25 a.m. on the 30th with 24 cabin and 269 steerage passengers.

It was a long New York layover  for  Servia which  did not begin her  return crossing until 11 May 1897 and she arrived at  Queenstown at noon on the  19th. 

Another "extra" sailing ensued, from Liverpool at 5:30 p.m. on 25 May 1897 and Queenstown the next day  at 8:17 a.m..  This had Servia arriving at New York at 6:30 a.m. on 3 June with 38  cabin and 285 steerage passengers. 

In anticipation of new American tariffs, Cunard  announced  on 27 May 1897 that Servia's  22 June sailing for New  York would be brought  forward  a day  to ensure  her cargo arrived  before  the  new levies took effect. 

 

Sailing from New York on 8 June 1897, Servia  called at Queenstown at  5:26 a.m. on the 16th and arrived at Liverpool the following  morning. 

On her rescheduled  earlier westbound crossing, Servia  cleared Liverpool at 5:30 p.m. on 21 June  1897 and Queenstown the  next morning and reached New York at 4:30 a.m. on the 30th. 

Departing New York at noon on 6 July 1897, Servia went out  with 181 saloon, 92  second cabin and an  unspecified  number of steerage passengers.  She made Queenstown at 8:10  a.m. on the  14th and proceeded to Liverpool,  arriving  the following day. 

The  extra service  was  maintained all that summer and 10 August 1897 saw Servia passing out  of the Mersey and leaving Queenstown  at 1:00 pm. the next  afternoon,  12 minutes late waiting for the late mails.  With  97 cabin and 111 steerage  passengers,  she arrived at New York at 12:04 a.m. on the 19th and had  to anchor  the  night  on account  of  fog, docking the  next  morning. Some of her arriving mail was transhipped  from Bombay, then experiencing a cholera outbreak, so that mail was transferred at Quarantine to the mail  steamer James W. Wadsworth to be disinfected before it was landed. 

The eastbound Servia cleared Pier  40 at 2:00 p.m. on 24 August 1897 and after pausing at  Queenstown at 7:12 a.m. on 1 September, carried  on to Liverpool.

Servia was a busy  ship that year unlike in  1896, and was off again to New York at 5:30 p.m. on 7 September 1897 and passed out  of  Queenstown the next day  at 12:25 p.m.. Among those aboard was  the  famous coloured boxer Peter Jackson en route  to San Francisco.   Servia got into New York on the 15th at 2:10 p.m. with 435 cabin and 124 steerage passengers. One passenger  elicited  special attention in the press:

A tattooed and painted African woman arrived here in the steerage of the Servia on Wednesday her appearance and story created a and yesterday stir at the Barge Office. She was captured in Central Africa, when three and sold into slavery for $50. The slave years old, mark was branded upon her, and she bears the mark to this day. She was bought by a Syrian named Mader, and the name became hers. After  twenty years  service she received her freedom and  a  husband, and a dowry of 850 were provided for her. She then entered the home of a missionary as a servant and there became a Christian. 

The woman has now come to this country to join the family of the Rev. R. Sommerville, of "The Herald Missionary News." No. 325 West Fiftysixth-st., this city.

The woman's face is streaked with paint, like that of a North American Indian's, and a cross is tattooed over her nose.

New York Tribune, 17 September 1897.

Departing New York at 10:10 a.m. on 21 September 1897, Servia  made Queenstown at 10:10 a.m. on the 29th  and Liverpool on the 30th.

That  ended Servia 's sailings that  year and  she was laid up at East Float  docks, Birkenhead, with Aurania. 

In 1897,  Servia  completed 7 westbound crossings and 7 eastbound crossings. 

Captain's inspection aboard Servia alongside  her  New York  pier,  1898. Credit: Byron photograph, Museum of the City of New York.

1898

Having undergone  her own refitting prior to  returning to service,  Servia once again would   relieve  her  fleetmates on the  express service undergoing  theirs.  She  departed Liverpool on 8 January 1898: "Later in the afternoon the Servia came alongside the Prince's Stage, and embarked moderate complement of passengers for New York. Amongst those who witnessed the departure of the liner was Mr. J. Brancker, the chairman of the Mersey Docks and Harbour Board, who was accompanied by Mr. Miles Kirk Burton, the secretary and manager of the board." Clearing  Queenstown at 9:45 a.m. on the  9th for  New  York, Servia  arrived there at 7:00 p.m. on the  16th.

From New York on 22 January  1897, Servia cast off from Pier  40 at 4:00 p.m. "with passengers, 1163 sacks mails, and  367,000 dollars specie."  Calling at Queenstown at 12:20 p.m. on the 30th, Servia arrived at Liverpool on the  31st. 

The vagaries of  trade saw  Servia  idled until 26 April 1898 when  she  took up her duties on the  extra Tuesday service, departing Liverpool at 5:30 p.m. and Queenstown at 12:37 p.m. the following  afternoon. Servia  arrived at New York at 10:30 p.m. on 4 May.

That the outbreak of hostilities between the United States and & Spain has had no detrimental effect upon the passenger traffic from Liverpool to America is apparent from the fact that the Cunard Line have just completed their arrangements to convey to the United States the extra numbers expected to cross the Atlantic during the season. Yesterday their fortnightly sailings on Tuesdays to New York were commenced, when in the afternoon the R.M.S. Servia left the Landing-stage with a good number of passengers and the mails. Indeed it was stated on reliable authority that she carried a larger number of travellers than was carried by the extra steamer of the company this time last year. No anxiety was shown, and none was necessary, on the part of the passengers, who looked forward to a pleasant and enjoyable trip across the Atlantic.

Liverpool Mercury, 27 April 1898.

Mersey-bound, Servia  left New York at 10:00 a.m. on 10 May 1898 and reached Queenstown at 3:40 a.m. on the 18th.

A quick and victorious (for the Americans) conclusion to  the  Spanish-American War blunted its lasting effect on trans-Atlantic  traffic that  summer and resulted in both  Servia and Aurania  gainfully employed  on the  extra Tuesday service.  Off again to New York on 24 May 1898, Servia cleared Queenstown the next day  at 12:50 p.m. although her  passenger  compliment  was not impressive, going  out with  just 34 cabin  and 111  steerage who were  landed  on 1 June.

When the entire cast, company and production of "A Stranger in New York," sailed for a London engagement, the stars embarked in Kaiser Wilhelm der Grosse whilst the lesser members, scenery and bits went on out on Servia, indicative of a  now middle aged liner in her dotage.  She  sailed from New York on 7 June 1898 with a total of  239  passengers and arrived  at Queenstown at 10:20 a.m. on the 15th and came into the Mersey  the following day. 

Settling down to her Tuesdays  at 5:30 p.m. sailings  from Liverpool, Servia  was off once for New York on  21 June  1898 and passed out of Queenstown the next afternoon at 12:50 p.m.. She made New York at 2:00 a.m. on the 30th.   

Servia's  5 July 1898 departure from New  York at 11:00 a.m. went unremarked by the  press, other than noting her safe arrival  at Queenstown on the  13th.

Missing a trip,  Servia did not depart Liverpool again until 9 August  1898 and from Queenstown at 1:20 p.m. the next day.  Among those disembarking at New York on the  morning of the  18th  was "Capt. Hugh Murphy, the giant of  Barnum &  Bailey's show,"  who was "between seven and eight feet in  height."

Servia left New York  at noon on 23 August 1898 and after calling at Queenstown at 7:30 a.m. on the 31st, proceeded to Liverpool. On arrival there  that night, she collided  with  the  pierhead,  damaging some plates on her port bow. 

Well patronised by  the  traditional end of summer  American exodus home, Servia left Liverpool on 6  September  1898 with  245  First, 235 second cabin and 290 steerage  passengers.  She cleared Queenstown at 2:05 p.m. the  following afternoon after waiting 40 minutes for  the late arriving mails. She reached New York the evening of the 14th and  docked at  Pier 40 the  following morning.  In all, Servia came in with 787 passengers, one of her  best lists in some time, but the passage was described by  the  New York Tribune as "unusually rough." 

Making  her  last departure  of  the year, Servia  cleared New York at 11:00 a.m.  on 20 September 1898 and got into Queenstown at 8:48 a.m. on  the 28th. 

Servia spent  that  winter  laid up  in Runcorn Lay By, at the  entrance to the  Manchester  Ship  Canal.

In 1898,  Servia  completed 6 westbound crossings and 6 eastbound crossings. 

Making knots and flying her recognition signals (possibly passing another  Cunarder),  Servia sails from New York on 5 October 1899. Credit:  Detroit Photographic Co.,  U.S. Library  of  Congress collection.

1899

Servia and Aurania  were once again detailed  to  the express service  replacing  ships  undergoing winter overhaul.  In that capacity, Servia left  Liverpool on 7 January  1899 and Queenstown at 10:35 a.m. the next day and arrived at New York on 16th at 5:30 p.m.with 27 First, 45 second cabin and 64 steerage  passengers.

Homewards, Servia sailed from New York at 2:00 pm on 21 January  1898 with  33 First,  34 second cabin and 70 steerage passengers, a huge  mail consignment of 1,271 bags and $382,000 in specie. She called at Queenstown on the 29th  and proceeded to Liverpool to arrive  there  the  following  day. Among  those aboard was Capt. Honeyman and 15 of  the crew of  the  British steamer Glendower which was abandoned in  a sinking condition in a strong gale on a voyage from Philadelphia to  Sligo and the crew rescued by  the  steamer Menomince on the 12th. 

That would be  Servia's only voyage that winter after which  she  was  again laid up, this time in  Birkenhead's East  Float.

Initially  to have resumed her extra sailings on 11 April 1899, this was postponed to 9 May with Servia clearing Queenstown at 12:55 p.m. on the 10th with three First, 51 second cabin and 569 steerage passengers.   Crossing the New York Bar at 7:00 p.m. on the 17th, she docked  at Pier 40 the following morning. 

Eastbound, Servia left New York at 4:00 p.m. on 23 May 1899 with 169 First, 86 second cabin and 53 steerage passengers.  Pausing at Queenstown at 6:10 p.m. on the 31st, Servia arrived at Liverpool on 1 June. Among those landing  was Capt. A. Tillett, marine superintendent of Canadian Pacific in Hong Kong. 

New York-bound again on  6 June 1899, Servia departed Liverpool that  day  and left Queenstown at 1:55 p.m. on the 7th to arrive at New York at 10:00 p.m. on the 14th and alongside Pier 40 the  next morning, landing nine First, 36 second cabin and 153 steerage  passengers.  A woman passenger in the second cabin, Mrs. Elizabeth I. Anson, aged 38, was arrested on arrival,  charged with stealing £90 in notes and coin  from her husband in Southport,  England. 

Servia cleared New York on 20 June 1899 at 4:00 p.m., going out with 242 First, 143 second cabin and 71 steerage passengers.  Queenstown was reached  at 2:55 p.m. on the  28th and arrived in the  Mersey on the 29th.

Not departing Liverpool again until 1 August 1899, Servia sailed at 4:30  p.m. and from Queenstown the next day at 1:20 p.m.,  waiting  47 minutes there for the late  arriving  mails and going out  with 52 First, 71 second cabin and 151 steerage passengers.  Crossing the New York Bar at 10:15 p.m. on the 9th, Servia docked the following morning. 

Sailing from New York  at 2:00 p.m. on 15 August  1899 with 16 First, 30  second cabin and 29 steerage passengers,  Servia made Queenstown at 2:44 p.m. on the 23rd  and  thence  directly to Liverpool.

Embarking her passengers off Prince's Landing Stage  at 3:20 p.m. on 29 August 1899 (many coming  by the  boat train up  from Euston Station, London, which  departed  at noon), Servia  sailed at  4:30 p.m. and cleared Queenstown  the following afternoon at  1:30 p.m. for New York  where  she arrived at 6:00 p.m. on 6 September with a large  list  of 352 First, 234 second cabin and 165 steerage passengers. 

With 29 First, 21 second cabin and 25 steerage passengers, Servia departed New York  at 1:00 p.m.  on 12 September 1899, calling at Queenstown  at 9:52 a.m. on the 20th and getting into Liverpool on the 21st.

Capt. Thomas Stephens, captain of Servia from September 1899. Credit: GG Archives.

Servia (now commanded by Capt. Thomas Stephens) cleared  the  Mersey  at 4:30 p.m. on 26 September  1899, and  for a change,  the  departure was afforded  newspaper mention: "The  Cunard  royal mail steamer Servia  sailed  from Liverpool yesterday  for New York  with  a large  complement of passengers  who  were conveyed  in two tenders  from the Prince's Landing-stage to the  vessel,  which  lay  at anchor  in  mid-river." (Liverpool Mercury,  27 September).   Servia went out  amidst a partial strike by seamen and firemen and on the day of sailing,  a special train  from Hull with 200 replacement  crew, arrived  at Riverside Station,  and quickly embarked despite unionists to persuade them not  to  sign on.  

Departing Queenstown on 27 September  1899 at 2:15 p.m. with 166 First, 245 second cabin and 429 steerage passengers,  Servia arrived at New  York on 5  October at 1:00 p.m., sailing right into the middle of  the  America's Cup race between Columbia and Shamrock and coming within three-quarters of mile of the racing yachts.   "Just then the Cunarder Servia, from Liverpool and Queenstown. with Americans and Britons thronging her decks, passed between the patrolling columns in toward the Hook. She was on business for the Queen and Uncle Sam. being a mail-carrier, and she naturally didn't pay any attention to Yankee off-shore regulations. She passed within a half a mile of the racers."(New York Herald, 6 October 1899).

If the Spanish America War  the previous year, that "splendid  little  war," that was quickly ended with little impact  on trans-Atlantic trade, another colonial war, that of  the British  Empire against Afrikaner, the Anglo-Boer War, which  broke out  in October 1899, would  carry  on for two and a half years and badly disrupt  trade and see the largest number of British ships called up to supply  troops and material to date.   Even as Servia had  just docked,  on 7 October 1899 the New York Times reported  that  she  and Aurania had been chartered by  the British government for transport duty to  take British troops to the Cape.  They would joined the Cunarders Pavonia, Carinthia,  Cephalonia and Catalonia already requisitioned.  The Liverpool Mercury reported on the 14th that Servia  and Aurania would  be  fitted  to accommodate some  1,600 men each as  transports.  

Leaving New York on 10 October 1899 at 1:00 p.m. with 22 First, 34 second cabin and 41 steerage passengers, Servia  called at Queenstown at 10:10 p.m.  on the 18th  and arrived Liverpool  the next day.

Little time was  wasted in dispatching Servia on her first  transport  voyage to Cape Town. On 19 October  1899 it was reported that  she would embark at Liverpool on 2 November and at Queenstown on  the 4th:  3rd Battalion King's Royal Rifle Corps, No. 14 Company  R.A.M. Corps, No.  2  Stationary Hospital, a total of 43 officers, 3 warrant officer and 1,212  men. 

The Servia had  been splendidly fitted up  for  the troops by the  Cunard  Company's own staff. The second cabin portion was devoted to hospital purposes, while in the  men's quarters accommodation was provided for upwards of  1700 soldiers,  the actual  number  of  seats at  the tabled being 1718, while the armory was sufficient for  1728 carbines. 

Liverpool Mercury,  3 November  1899.

Still in full Cunard livery, but bearing  her official  transport number. 31  on her hull below the bridge, Servia left Canada Dock on 2 November 1899 with 17 officers and 121 men of  the Royal Army  Medical Corps. "The embarkation was smartly  performed, and at about eleven o'clock the Servia  left  the dock  and proceeded  up river until opposite  the Prince's Landing-stage,  where  she dropped  anchor.  The  tender  Skirmisher  conveyed from the stage… officers."  (Liverpool Mercury, 3 November).

During the  passage from Liverpool to Queenstown, Servia "experienced  a  terrific gale from the  southward on Thursday  night in the Channel." (The  Herald, 4 November). At Queenstown on  3 November 1899 Servia embarked 1 officer and 95 men of the  1st Battalion Argyll and Sutherland Highlanders, from Dublin; detachment  of no.  9 Field Hospital  Corps and no.  9 Bearer Company and  two officer and 127  men of  the  King's Royal Rifles.  In all, some 49 officers and 1,238 men embarked and she had, in total, 46 officers and 1,487  men aboard.  However,  the  gale persisted to the  extent  that  her  departure was  postponed and it was not  until 7:00 a.m. on  the 5th that Servia left Queenstown,  escorted out  of  the harbour  by  the  battleship  H.M.S. Collingwood.  Calling at St. Vincent  to bunker 11-12th, she arrived at Cape Town on the  24th.

Her Majesty's transport Servia, No. 31, arrived at Cape Town yesterday. This vessel left Liverpool on November 2 and Queenstown on November 5, having been delayed a day by a storm.  The Servia has on board the 3d Battalion of the King's Royal Ride Corps from Kilkenny, consisting of 1100 officers and men, 91 men of the Argyll and Sutherland Highlanders, 45. officers and 152 men of the Royal Army Medical Corps, 3 officers and 39 men of No. 2 Stationary Hospital from Chester, 33 members of the Army Pay Department. 5 officers and 78 men of No.  14 Field Hospital Company and No. 14 Bearer Company (both from Dublin), No. 2 and 3 Advanced Depot Companies Medical Store Corps, 11 civilian doctors attached to the Army Medical Corps, and stores, guns, ambulance waggons, etc.

The Herald, 25 November 1899.

On 28 November 1899  Servia  was reported to be  at Durban where she landed men of the 3rd Battalion, King's Royal  Rifles, horses and ammunition.

In 1899,  Servia  completed 6  westbound crossings and 6 )eastbound crossings and one UK-South Africa voyage  as a transport. 

Credit:  University  of Liverpool,  Cunard  archives.

1900

Servia left Cape  Town on 9 January 1900 for Southampton, calling at St. Vincent  on the 23rd-26th for  coaling and arrived at Spithead at 2:04 p.m.  on 4 February.

The turnaround of these transports was remarkably  quick and efficient and Servia was loaded, bunkered and stored at the Portsmouth  Dockyard in short order. On 6 February 1900 it was reported that Servia would  leave Southampton on the 12th carrying two militia battalions-- 3rd East  Lancashire and 5th Royal Dubin Fusiliers-- a draft for the 2nd Seaforth Highlanders,  and no. 7 General Hospital,  a total of 1,678  officers and men.

In the  event, Servia  sailed from Southampton at 3:20 p.m. on 14  February 1900 with 545 officers and men of the 5th  Royal Dublin Fusiliers and no.7 General Hospital, comprising eight officers and 133 men.  She went out in company with  the transports Greek and Simla.   Continuing on to Queenstown, Servia left there at 5:30 p.m. on the 16th for Cape Town after embarking another 27  officers,  1  warrant officer and 674 men, going out altogether with 1,541 officers  and men.  She coaled at St. Vincent on the 25-27th and arrived at Cape Town on 13 March.  Servia continued up the coast, calling at Port Natal on the 20th,  Durban on the  23rd and East London on the 24th when  she landed  1,200 troops bound for Ladysmith. 

Servia cleared Cape Town for Southampton on 14 April 1900 with 150 invalid officers and men. After coaling  there, she left  St. Vincent on 1 May and arrived at Southampton on the  morning of the 10th. Most of her  invalid passengers  went to Netley Hospital  and one of  her passengers was a  baby born during the siege of  Kimberley.

This ended Servia's brief career as a transport  although  Aurania, transport no. 20,  remained so  employed  from October 1899 to December  1902.  

H.M. Transport no. 31

21 October 1899-11 May 1900

• Total number of days  at  sea: 107
• Total numbers transported to South Africa: 168 officers, 9 warrant officers, 2,892 men, 12 horses
• Total numbers transported from South Africa: 7 officers, 216 N.C.O.'s & men
• Total cost (hire, fittings, coal and port dues): £79,670

Brought round to Liverpool, Servia was quickly restored to peak  condition for her  return to  commercial service and departed Liverpool at 4:30 p.m. 9 June 1900 and from Queenstown at 11:25 a.m. the next morning, on the express service. Going went out with 52  First, 122 second cabin and 412 steerage passengers, Servia arrived at New York late  on the 17th.  at Quarantine, it was found  that  one of her stewards, William McGuttog, had smallpox  and he was removed to North Brother Island for  quarantine  there and the ship thoroughly fumigated before  being allowed to proceed to  her North River berth.

William McGiffog, a steward aboard the Servia, developed smallpox on Wednesday and was isolated by the ship's surgeon in the hospital in charge of another steward. All the, all the employees immigrants, in the 412, steward's were vaccinated department on Friday, The second cabin passengers were vaccinated just before the reached port. Dr. Doty learned that McGiffog had been in communication with a stewardess aboard the excursion steamship New England on the other side before the Servia sailed from Liverpool. There had been several cases of smallpox aboard the New England among passengers and crew, and it is supposed that McGiffog caught the disease from the stewardess. McGiffog was removed to North Brother Island and the man who attended him was sent to Horman Island for observation, The steamship was permitted to come up to her pier in the afternoon.

New York Herald, 19 June 1900.

The New York  Tribune  contributed  a good  write-up of Servia's  recently completed  transport voyages:

This is the first trip here of the Servia since she was released from the British Government service. She made two trips between England and the Cape. On November 6 she left Liverpool with the Sixth General Hospital Corps, and at Queenstown took on the Kings Royal Rifles, under Colonel Riddle. She took sixteen days to reach the Cape. She landed seventeen hundred soldiers at Durban. She then took on twenty prisoners, under a guard of Lancers, and returned with them to Cape Town. From there returned to Portsmouth with wounded.

The Servia sailed again for the Cape on February 16, and arrived there on March 13. This time she carried out the Dublin Fusiliers and the East Lancaster Regiment, whom she landed at the Cape. She then sailed for Durban with sixteen hundred 'drafts' for various regiments. The men were landed by basket from the boom. Six were landed each time the basket was lowered. She sailed again from that port on March 28 with 130 men.

New York Tribune, 19 June 1900. 

Servia left New York at  3:00 p.m. on 23 June 1900 with 402 First, 107 second cabin and 151 steerage  passengers, 1,134  bags  of  mail and $439,000 in specie. Among those aboard were James Fitz Harris and Joe Mullet who had been released from a long imprisonment for the murder  of Lord Frederick Cavendish and Mr. Burke at Phoenix Park,  and deported to their native  Ireland. They landed on arrival at Queenstown at  9:40 a.m. on 1 July and Servia arrived back in the Mersey on the 2nd.

Staying on the  express service, Servia cleared Liverpool at 4:30 p.m.  for New York on 7 July 1900 and Queenstown at 10:50 a.m. the next day with 142 First, 198 second cabin and 253 steerage passengers. She arrived at New  York at 6:45 a.m. on the 16th.   

Departing New York at 3:00 p.m. on 21 July 1900 with 161 First, 221 second cabin and 252 steerage passengers,  as well as 1,365 bags of  mail and  $514,000  in specie, Servia remained a busy  ship that summer season.  Putting  into Queenstown at 2:10  p.m. on  the 29th, she  proceeded to Liverpool, arriving  there the next day.

Whilst alongside Canada  Dock on 1  August 1900, fire  broke  out in a storeroom aboard Servia, which was rather wonderfully described the  following day in the Liverpool Mercury:

Some considerable alarm was created last evening about 8 30 o'clock, when a sharp fire was discovered in the storeroom of the Cunard mail steamer Servia, at present lying in the Canada Dock. Nothing is yet known concerning the origin of the outbreak, the first intimation of the trouble being the detection of smoke issuing from the forward part of the vessel. One of the engineers, named Peter Miller, on making the discovery, at once called the attention of the chief officers, who soon got two of the Cunard Company's water branches to bear on the burning material, and then one belonging to the Dock Board, and another controlled by the police. By means of these appliances the flames were prevented from spreading, and, meanwhile, Police constable 301 telephoned to Hatton Garden Fire Station, whereupon Chief-superintendent Thomas, and his deputy, Mr. Weir, turned out with horse hose-carriage and staff of men. Inspector Dixon, however, being nearer, arrived at the dock first, from Westminster road, with reels, ladders, chemical engine, and the steamer Clint. No time was lost in getting a full supply of water directed upon the conflagration, which, in about an hour, was fairly subdued. Crowds of people were attracted to the scene, the dense volumes of black suffocating smoke which poured from the vessel and enshrouded the dock quays tending to create the impression that disastrous outbreak had occurred. The value of the smoke helmets which of recent years have been added to the equipment of the Liverpool Fire Brigade was fully demonstrated, and had it not been possible for several of the men to enter the burning compartment attired in these ingenious headgears, there is little doubt that the result of the blaze might have been far more serious than it was. The fire brigade was not able to leave the vessel until nearly one o'clock this morning owing to the great quantity of smouldering sails and ropes that had to be turned over and removed from the store room. The work of the brigade was very difficult, and many of the men, at the close of the operations, were exhausted, the superintendents and Sergeant Elliot being among the sufferers. No damage has been done to the Servia, which will sail for New York on Tuesday next, the advertised date.

Liverpool Mercury,  2 August 1900.

Making her first voyage  that year on the  Tuesday  extra service, Servia sailed  from Liverpool on the afternoon of 7 August 1900 and from Queenstown at 1:15 p.m. on the 8th for New York, arriving there at 8:40 a.m. on the 16th with 42  First, 270 second cabin and 162  steerage  passengers.

Departing New York at 4:00 p.m. on  21 August  1900 with 10 First, 19 second cabin and 26  steerage passengers,  Servia called at Queenstown at 4:25 p.m. on the  29th and made  Liverpool the  following day.

Credit: Liverpool Echo, 4 September 1900.

An interesting feature in connection with the American passenger traffic from Liverpool during the past week is that the Cunard Line have established a record with regard to the number of persons travelling second cabin by one vessel. This was by the Servia, which sailed on Tuesday, she having in her second-class quarters 559 people, the largest number, it is stated, ever carried in that department by a single boat from Liverpool.

Liverpool Mercury, 7 September 1900.

On 4 September 1900 both  Servia and the  new Saxonia (for  Boston) sailed from Liverpool together at 4:30 p.m..   Among those embarking  in  Servia was a a truly international group  of opera  singers and  conductors:   "Several noted Mr. Richard Eckhold and Mr. A. Sepilli, conductors, left Liverpool for New York yesterday in the Cunard steamer Servia. They are Mr.  Philip Brozel, Mr. Leslie Walker, Mr. William Paull, and Mr. Lempriere Pringle, and they go to join Mr. Maurice Grau's Company, which has been organised for the performance of opera in English in the United States. Mr. Eckhold is a German, Mr. Sepilli an Italian, Mr. Brozel a Russian, Mr. Walker a Scotsman, Mr. Foull, an Englishman, and Mr. Pringle." (Liverpool Mercury,  5  September).   Servia  went out with no  fewer than 171  First, 559 second cabin ("stated to  be  the  greatest number in this department which  has  ever  been carried out  of Liverpool  by  an American-going  steamer." (Liverpool Mercury, 5 September) and 163 steerage passengers. Adding to a very busy day off Prince's Landing  Stage, the  Beaver Line's Lake  Megantic and the Dominion Line's  Dominion  left  and arrived  respectively. Clearing  Queenstown the next day at 1:10 p.m., after waiting 20 minutes for late arriving mail,   Servia arrived at New York  at 4:25 p.m. on  the 12th. 

Casting off Pier 40, North River, at 3:00 p.m. on 18 September 1900 with 11 First, 22 second cabin and 42 steerage passengers, Servia could not call at Queenstown owning to severe weather and proceeded  direct to  Liverpool at 10:30 a.m. on the  27th. 

Credit: The Evening World,  10 November 1900.

Closing out  Cunard's  extra service  for  the year, Servia sailed  from Liverpool on 2 October 1900 with 63 First, 470 second cabin and 210  steerage  passengers, among them being Sir George  Digby  Barker, K.C.B., Governor and Commander-in-Chief, Bermuda.   Servia passed out  of Queenstown at 1:30  p.m. the  following  day and had a dreadful time of  it across, not  arriving at New York until 3:15 p.m.  on the 11th, some 36 hours  overdue, "westerly  storms and fog were responsible  for  the  delay."   She did  not dock  until 6:00 p.m.  that  evening.   The Quebec Steamship Line's Pretoria was  delayed in sailing  that  evening  in order that Gov. Barker could transship to her for  Bermuda.  

Departing New York at 2:00 p.m. on 16 October 1900 with eight First, 11 second cabin and 36 steerage passengers  and calling  at Queenstown late on the 24th, Servia got into the Mersey  the next day. 

In 1900,  Servia  completed 5 westbound crossings and 5 eastbound crossings and one South Africa-U.K. and one U.K.-South Africa-U.K.  

Servia outbound in New  York Harbor.  Credit:  The  Mariners' Museum.

1901

Servia and her 35 First, 72 second cabin and 90 steerage  passengers rang in the  New  Century at sea, having departed Liverpool on 29 December 1900 on the express service, and  Queenstown the  next morning at 10:45 a.m., waiting 45 minutes  for late mails. She got  into New York  at 1:05 p.m. on 7 January  1901. 

Sailing eastbound at noon on 12 January  1901, Servia  went out with 56 First,  47 second cabin and 47 steerage  passengers, a big mail of 1,603 bags and $447,000 in specie. Pausing at Queenstown on the  20th at 2:18 p.m.,  Servia resumed passage to Liverpool where she arrived  the following day.

Still on the  express  service,  Servia cleared  Liverpool  for  New York on 9 February 1901 and Queenstown at 9:50 a.m. the next morning with 38 First, 47 second cabin  and 105  steerage passengers.   She made New  York at 3:39 p.m. on the  18th.

From New York at 11:00 a.m. on 23 February 1901, Servia had  aboard just 30 First,   28 second cabin and 64 steerage passengers but another  heavy mail (1,429 bags).  and $501,000 in specie in her strong room. Calling at Queenstown on 4  March,  she arrived at Liverpool on the 5th.

With Aurania  still  trooping  to South Africa,  Servia  was a busy  ship  that  winter  as  the  sole  "relief" ship for  her bigger and faster fleetmates and cleared Liverpool for New  York  again at 4:30 p.m. on 30 March 1901, "for time of the year there was an exceptionally  large number of passengers in all classes," (70 First, 102  second cabin and 657 steerage) noted the Liverpool Mercury (1 April) and she left Queenstown the next day  at 10:55 a.m., reaching  New York  on  the 7th. 

On her last express crossing, Servia sailed from New York at 2:00 p.m. on 13 April 1901 with 86  First, 56  second cabin and 87 steerage passengers, 1,363 bags  of mail and $257,000 in specie.  Putting into Queenstown at 7:15 p.m. on the  21st, Servia  reached Liverpool the next day. 

Making her  first "extra" Tuesday departure from Liverpool on 30 April 1901 (which she  would maintain singlehanded in the  absence of Aurania), Servia cleared Queenstown at 12:35 p.m. the following afternoon for New  York where she  arrived on the 9th at 9:35 p.m. with 20 First, 45 second cabin and  346  steerage passengers.

With her smallest list to date (37 First,  30 second cabin and 33 steerage) Servia cast off from her North  River  pier at 2:00 p.m. on 14 May 1901, called at Queenstown on the  22nd and reached Liverpool the next day. 

Going out the same day as Saxonia for Boston, Servia left Liverpool on 28 May 1901 "with a numerous compliement of voyagers in all classes." (Liverpool Mercury, 29 May) and sailed from Queenstown the next day  at 1:10 p.m. with one solitary passengers in First, 19 second  cabin and 187  steerage passengers. New York was made at 3:10 a.m. on 6 June.

There were 120 First, 103  second cabin and 94 steerage passengers for  Servia's 11 June 1901 departure from New York at 2:00 p.m..  Getting into  Queenstown at 5:31 p.m. on the 19th, she proceeded  to Liverpool,  arriving there the next day. 

From Liverpool at 4:30 p.m. on 25 June 1901 and Queenstown at 1:10 p.m., Servia was off to New York with 15  First, 76 second cabin and 183 steerage passengers  where she arrived at 11:30 p.m. on 4 July, docking the next morning. 

The Mersey-bound Servia left New  York  at 1:00 p.m. on 9 July  1901 with  239 First, 193  second cabin and 81 steerage passengers  as well as 89 bags of mail and $171,000 in specie.  Calling at Queenstown at 4:00 p.m. on the  17th, Servia made Liverpool the following day. 

A scheduled 20 August 1901 westbound sailing for Servia was cancelled and she did not depart Liverpool again until 17 September. Clearing there at 4:30 p.m.,  she paused at Queenstown the following day  at 1:15 p.m. and went out with an excellent list of 178 First, 325 second cabin and 163 steerage passengers.    Servia arrived  at New York at 2:17 p.m. on the  28th.

Servia's departure from New  York at 9:00 a.m.  on 1 October 1901 (with three (!) in  First, 21  in second cabin and 33 in steerage) coincided with the start of the America's Cup yacht race and as she passed the British  competitor, Shamrock,  she hoisted signal flags reading "Good Luck."  Arrived Queenstown at 12:36 a.m. on the 9th and arrived at Liverpool late that same day.

It is understood that the Cunard Company is likely to sell their steamer Servia. The liner was launched in the year 1881, and has since been engaged in the New York trade, latterly as a sort of extra ship running during the summer months, and the place in the winter months of taking vessels that were laid up for repairs, etc.

Liverpool Mercury, 12 October 1901.

Credit: Liverpool Journal  of Commerce, 25 October 1901.

A supreme example of  late 19th century shipbuilding and marine engineering would not survive the  first  year  of  the 20th and on 12  October 1901 was reported that Servia "has been practically sold, and the contract  will be completed on Monday [14th]." (Liverpool Echo).  The same paper reported on the  18th: "We  understand that Messrs.  H.E. Moss and Company  sold the well known  Cunard  steamer Servia to  friends of  theirs,  but  the price  paid  has not transpired." The Southern Daily  Echo reported on the 19th that "An Exchange Liverpool  telegram stated that  the  Cunard liner  Servia has  been purchased by  Mr.  T.W. Ward of Sheffield," for breaking and that the sale was handled by Liverpool shipbrokers H.E. Moss &  Co..  The purchase price was £15,625.

On 28 November  1901, Servia left Liverpool's Canada Docks for Barrow, "for the purpose of being broken up. All the  heavy  portions  of the ship will be demolished  at the  Barrow, and the hull will later be  towed up  the Ribble to Preston." (Liverpool Echo, 29 November).  The ship would be dismantled at Messrs. Vickers at Barrow, where, ironically, Guion Line's  old  flyer Alaska,  which was once  Servia's  great rival,  lay as an accommodation vessel.  

The Cunard liner Servia, which  made her last voyage from New York seven weeks ago with  mails  and passengers and which  has  been now been purchased by Mr. T. W. Ward of Sheffield,  arrived at Barrow  from Liverpool on Thursday [28] under  the command of Capt.  Murray, and was moored in the  Ramsden  Dock. It is  intended at  once to proceed with  the work of removing the deck and saloon fittings with  a view to facilitating her removal  to Preston,  where  the owner  has  a large establishment;  for the  purpose of  breaking  her up, but  it  circumstances do not  permit,  this work will  in probability be done at Barrow, under  superintendence of  Mr. D. Potter,  representative of  the owner, and under whose supervision the vessel  was steamed over from Liverpool. The Servia, whose masts have been cut short, and now presents  an appearance  antagonistic to  the general idea of  a first  class liner, nevertheless creates an impression  that  in her  time  she  was  a  well equipped and neat  looking  vessel.

Barrow News, 30 November  1901.

In 1901,  Servia  completed 7 westbound crossings and 7 eastbound crossings. 

The  partiially  scrapped Servia at Preston in June 1902.  Credit:  Flickr,  preston.

1902

Credit: Barrow Herald and Furness Advertiser, 25 January  1902.

The entire contents of Servia's accommodation-- from 450 revolving armchairs to "hundreds of curled hair  mattresses," 500 lengths of Brussels  carpets, card tables,  lifejackets, easy chairs in tapestry  and crimson velvet and American patent self-tilting barber's chairs--, was offered for sale by  auction by  Messers. Lowden and Postlethwaite, Barrow, 18-20 February 1902.

It was reported by the  Preston Herald on  15 March 1902 that both Servia and Alaska, once the dauntless rivals of the  North Atlantic Ferry, would be towed up  the  Ribble "for  breaking up purposed in the New Diversion, some time during  the month  of April."  

If the weather should permit,  it  is expected that  the  old Cunard Servia  will be on Wednesday [9th] be towed  up to  the dock. She  has  had much heavy  machinery  removed at Barrow, and will  have  a draught of 18 ft. 9 in. on a tide of  28 ft. 11 in. Deducting 6  ft. 10 in. as the given height of the bank near the dock, the Servia  will have about two  feet of water under her  keel in the  shallowiest  part  of  the  channel.  The  craft  is  to be broken  up shortly at  the  works of  Mr. T.W. Ward in  the  river diversion,  the  busiest  centre  of industry on  the banks of  the river, where  many men  are found  regular employment, and  a  large sum is every  week paid  in wages. It  will be a  fortunate  date when other  firms can be  induced to  establish  works on the banks of  the Ribble.

Preston Herald,  5 April 1902.

Servia was  successfully  berthed  at Preston on 9 April 1902,  attracting much local attention and visitors to  the dock  basin where  she would be reduced  to  scrap by that late autumn.

An enduring image of Steel, Steam & Sail, the Cunarder R.M.S.  Servia.  Credit: The  Mariners'  Museum.

Her life  had  not  been particularly exciting or very  long. She does not  seem to  have won much fame and the coming of  the twin-screw ship hastened her  end. But she had  for 12 years  helped to maintain the  Cunard  Company's primary  schedule and thereafter  had been one of the most popular intermediate ships. She  was  built for  hard  and steady service and she gave it.

J.H. Isherwood,  Sea Breezes, March 1956.

Servia and Aurania were the last Cunard ships  conceived for the New York express service not  built to win records until Queen Elizabeth 2 of 1969, but instead  conceived  to the  credo set down by  Samuel Cunard  185 years ago for ships capable of reliable service and utmost  safety that  embraced the latest improvements as long as they were both tested and stood  the  test of time.   In this,  Servia was not  only  a  pacesetter  in  the  Cunard fleet at her introduction,  but possessed the enduring qualities  that have always  defined  the line and their vessels. This staunch and steadfast service earned Servia the greatest and most enduring accolade  of any passenger liner on the  Western Ocean:  she was… 

A Cunarder.   

R.M.S. Servia 1881-1901

Completed 169 North Atlantic Round Voyages Liverpool-Queenstown-NewYork/Boston

Totalling 974,454 nautical miles

2 transport voyages U.K.-Durban roundtrip

Totalling 27,272 nautical miles

Total miles steamed

 1,001,726 nautical miles

The  Cunard Atlantic Ferry in the 1890s:  R.M.S.  Servia outbound and  the  inbound R.M.S.  Lucania pass in New York  Harbor. Credit: Stephen Card painting, courtesy  Reddit OceanLinerArchitect/Due Meeting7472.

Built by  J. & G. Thomson, Dalmuir, Clydebank,  no. 179

Gross tonnage       7,391                                                               

Length: (o.a.)        528 ft. 

              (b.p.)       513 ft.  

Beam:                    52 ft. 1 in. 

Machinery:            three three-crank tandem compound engines (100", 72"  and 

                               100" dia.) 78"  stroke, 10,000 i.h.p., single-screw                                      

Speed:                    17.85 knots trials

                               16.5 knots service 

Passengers              672  First  730 steerage

                               400 First 200 intermediate 500 steerage (post 1885)

Officers & Crew    200 

Cunard and the North Atlantic, Frances E. Hyde, 1975

History  of the Cunard Steamship Company, Cunard Line, 1886.

Merchant Fleets,  Cunard  Line, Duncan  Haws, 1987

Modern Shipbuilding and the Men Engaged in It, David Pollock, 1884.

The Power of the Great Liners, Denis  Griffiths, 1990

Spanning the Atlantic, F.Lawrence Babcock, 1931

The Graphic

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Engineering

Illustrated London News

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Library  of Congress

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National Maritime Museum

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© Peter C. Kohler