Oceanic of 1899 was powerful and of sound construction, her two very tall funnels creating an impression of elegance and majesty. She showed that the pursuit of speed could be a false goal, passengers were just as keen on high standards and assurance as to arrival time. A reserve of power allow Oceanic to cross and recross the Atlantic with a regularity bordering on the monotonous. She was, as far as White Star was concerned, the perfect 'one week boat.'
The Power of the Great Liners.
The Oceanic spent her comparatively short life of 15 years running steadily on the service for which she was designed, with only one major mishap and few minor troubles. Her size, solid comfort and regularity soon made her a prime favourite, and this she remained until her end.
J.H. Isherwood, Sea Breezes, September 1950.
J. Bruce Ismay, who was President of the company at that time, wished the ship to be kept up to her original standard because she was the last that his father saw launched and was his pride among the fleet.
New York Times, 10 September 1914.
Time then, to savour the last great ship of Edward Harland and Thomas Ismay (who had her built under the credo "Nothing but the Best")-- that perfect White Star liner--
R.M.S. OCEANIC 1899-1914
 |
| "Stately Majesty"... R.M.S. Oceanic. Credit: Mariner's Museum, William B. Taylor collection. |
 |
| Oceanic postcard, artist Charles Murray Padday (1858-1954). Credit: Mariner's Museum. |
For some time past Harland & Wolff had been working on the plans of two new ships to sail in the Liverpool-New York service. They were to be called Oceanic (after the pioneer vessel of the line) and Olympic, and were to be the largest and most elaborately and luxuriously furnished vessels in the world.
The Ismay Line.
The new steamer will be named the Oceanic after the pioneer vessel of the company, which has recently been withdrawn after a most successful career of over quarter of a century, and in the construction and arrangements of which were introduced for the first time many improvements, then regarded as luxuries, which the traveller of to-day takes as a matter of course and as essentials to comfort in ocean travel.
Belfast News-Letter, 22 February 1897.
Few lines came on the scene in so dramatic a fashion as did the Oceanic Steam Navigation Co. (founded in 1869 and always popularly known as the White Star Line after its trademark burgee) with their first ship-- the 3,307-grt Oceanic of 1891-- which was so in advance of other North Atlantic liners in accommodation, design (introducing the "long" 10:1 length to beam ratio), machinery and quality as to immediately elevate the new line to the top of Atlantic competition and establish Harland & Wolff of Belfast as leaders in modern liner design and construction. Edward Harland and White Star's Thomas Ismay's unique partnership defined an entire era of liner design, construction and operation spanning the last quarter of the 19th century. Indeed, Oceanic of 1871 and her namesake Oceanic (II) of 1899 were veritable bookends of that Golden Age of British shipbuilding and shipowning.
 |
| Bookends to a remarkable quarter of a century in British shipbuilding: Oceanic of 1899 and Oceanic of 1871. Credit: Osher Map Library. |
The sudden ascendancy of White Star awakened the somnolent Cunard and even inspired Inman, Guion and National, the principal immigrant-oriented lines, to enter the fray of Atlantic competition and record breaking. The result was a North Atlantic "arms race" which, coupled with remarkable advances in marine engineering, totally transformed the Atlantic liner, so that even White Star was obliged to answer in return, producing the first truly modern Atlantic flyers, Teutonic and Majestic in 1889. All this competition, alas, was not only costly, but it was over a diminished trans-Atlantic traffic and the 1880s into the 1890s saw often dramatic shifts in immigration to America, and elusive profits further curtailed by often ruinous and protracted rate wars among the unregulated Atlantic lines.
White Star, after Teutonic and Majestic, were content to pause from the fray for a period and found more purpose and profit in developing their rising cattle and cargo trade for which Harland & Wolff designed a new generation of "monster" steamers like Georgic of 1895 from which developed a new kind of trans-Atlantic liner combining immense size, moderate speed and huge earning capacity from passengers (mainly third class), cargo and/or cattle, introduced with Cymric of 1898 and preceded Pennsylvania for HAPAG.
The undoubted success of Teutonic and Majestic and the practical forward planning to eventually supplant Britannic and Germanic on the New York express service as well competing with the sudden return to recordbreaking by Cunard with Campania and Lucania in 1892-3, led to White Star revisiting plans for a much larger version of Teutonic model which were widely publicised in the press in by as autumn 1892.
Reports, and with considerable technical detail that betrayed these were not merely the suppositions or fantasies of newspapermen, appeared in the British and American press by September 1892 about a giant 700 ft. by 68 ft. vessel, dubbed Gigantic (at least by the press) and the first to surpass Great Eastern in length, and fitted with tremendously powerful with 45,000 (!) horsepower triple-screw machinery (15,000 more horsepower than Campania) and capable of 27 knots. It was stated the new ship would "be ready for sea in April 1894." According to the Belfast Evening Telegraph of 16 September, such a vessel had long been already drawn up by Sir Edward Harland:
Another London correspondent says that this announcement reminded him of a statement made by Sir Edward Harland in a speech delivered after dinner one day on board the Teutonic during her trial cruise. Sir Edward then said that he had for years had in his office the lines of steamer 700 feet long, and he had urged upon his friend Mr. Ismay the desirability of adopting that size as likely to be more profitable than smaller boats. Mr. Ismay, Sir Edward said, up to that time had not been able to see his way to going to such an extreme. It appears now that, in the opinion of the former gentleman, the time has arrived for a considerable development in the class of boat employed in the North Atlantic passenger trade.
Belfast Evening Telegraph, 16 September 1892.
The White Star Company has commissioned the great Belfast shipbuilders Harland & Wolff, to build an Atlantic steamer that will the record in size and speed. She has already been named Gigantic, and will be 700 feet long, 65 feet 7½ inches beam and 4,500-horse power. It is calculated she will steam twenty-two knots an hour, with a maximum speed of twenty three screws; two fitted like the Majestic's and the third in the centre. She is to be ready for sea in March 1894.
The World, 17 September 1892.
Along the Water Front, November 9.-On the 'Change to-day an engrossing topic of conversation was the White Star line's projected steamer Gigantic, planned to eclipse anything afloat in point of size, speed and elegance. The project has been known of for some time, but the detailed of dimensions and speed and the fact that the contract has been let to Harland & Wolff of Belfast only reached here to-day. The new flyer will be 700 feet long, twenty feet in excess of the Great Eastern. Her beam will be a fraction over sixty-five feet, her engines will be of 30,000 horse-power, and are calculated to turn her three screws fast enough to drive her twenty five knots an hour. It will take nearly, if not quite, two years for her to build, and when completed the guests on her trial trip will have a promenade deck 230 yards long.
San Francisco Examiner, 10 November 1892.
 |
| Credit: Times Picayune, 24 April 1893. |
Some time ago, says the London Transport, we published a table contrasting the dimensions and power of the Great Eastern with our principal liners. A similar comparison with the new White Star Liner, the Gigantic, now being built at Belfast by Messrs. Harland & Wolff, will be of interest. The Gigantic is to be 700 feet in length, surpassing, for the first time, the Great Eastern, which was 680 feet long. In the matter of breadth, however, the latter still holds the record, as the Gigantic will be only 68 feet in breadth, as against the 83 feet of the Great Eastern.
A contrast of the engine-power shows what enormous strides have been made in marine engineering. The failure of the Great Eastern was due to her small amount of horse-power:- only 7650 -which was not proportionate to her length, breadth and depth. There need be no fear of the Gigantic breaking down from this cause, as she is to have engines exerting the force of 45,000 horse-power, and is being built to run at the rate of 27 just a trifle over double the rate of the Great Eastern. The tendency to increase the horse-power on our liners has once more been demonstrated, for the Gigantic will possess 15,000 horse-power more than the latest Cunarders, the Campania and Lucania..
The Times-Picayune, 27 April 1893.
By summer 1893 Gigantic faded from the newspapers and the project postponed amid ruinous rate wars by the lines fighting over diminished trans-Atlantic traffic occasioned by a recession in America and a cholera outbreak in Europe that saw the cheapest steerage rate drop to £3. From 1894-1898 emigration from Britain to America was roughly half the level it enjoyed in the 1880s. So it was that Sir Edward Harland's plans for the 700-footer remained rolled up for another four years and passing away in 1895, would never see them realised.
White Star found more profit in their expanding cattle trade for which a purpose-built fleet of large cargo and cattle boats were built including the monster 10,077-grt Georgic of 1895 and inspiring a new generation of Harland & Wolff "big ship" vessels of enormous size, capability to carry passengers, cargo and or cattle in great comfort but at moderate speed, a concept introduced to White Star with the 13,906-grt Cymric of 1897. Moreover, Teutonic and Majestic, now superseded in speed by Campania and Lucania, continued to hold their own in passenger carryings, indicating speed was not the sole criteria in attracting the saloon trade.
But by mid decade, competition for Atlantic leadership was no longer confined to British lines or the marine engineering to achieve it to British shipyards. By then, HAPAG and Norddeutscher Lloyd fairly dominated the steerage trade and from 1881-1891, NDL had 16.7 per cent and HAPAG had 12 per cent of the all important westbound trade, both cabin and steerage, compared to 8.3 percent for White Star, 7.6 for Inman and 7.1 for Cunard.
All this resulted a vessel almost as transformational as Oceanic of 1871: NDL's Kaiser Wilhelm der Grosse of 1897 which at 14,439 grt was not only the largest liner in the world, but on her third voyage, captured the Blue Riband at 22.27 knots eastbound. With her opulent interiors, dashing and novel four-funneled profile, she fairly dominated the North Atlantic run at a stroke and gave NDL a remarkable 24 per cent of passenger traffic in 1898.
It was all well and good for White Star to aspire to sensible, profit making ships like Cymric, but now following rather leading in the competition with speed and splendour which they had started in 1873, were now obliged to respond to the German threat which was not just between lines but between great powers with increasingly similar and thus conflicting ambitions in merchant and naval prowess.
White Star were fortunate to have the existing plans, drawn up by Edward Harland at the same time Teutonic and Majestic were ordered, for what was essentially a "scaled up" version of them, a 700-footer that would have been the wonder of the world in 1889 and still prove a veritable marvel when finally realised a decade later. Moreover, they had the opportunity to assess the performance of Kaiser Wilhelm der Grosse as well Cunard's Campania and Lucania before finalising plans for their answer to them.
Tellingly, whilst not doubting the brilliant performances of Kaiser Wilhelm der Grosse (which averaged 21.94 knots on six successive round voyage in 1898), it came at an enormous cost in fuel (480-500 tons a day) and achieved only by relentless driving in all weather and seas to achieve. With her racy low freeboard and fine lines, the German "greyhound" could be a thoroughly miserable experience for her passengers as she ploughed through all weathers only often to arrive at New York at low tide (precluding crossing the Bar and entering the harbour) or when it was too late to perform practique off Quarantine, thus "hurry up and wait" until she could dock the next morning. Moreover, her proclivity to ship tremendous seas often resulted in real damage to the vessel with battered ventilator cowls, smashed boats and broken ports and her ornate interiors soaked in salt water.
The Oceanic marked a turning point in White Star policy, and the fact that she fell some way short of being a record-breaker in no way affected her popularity. On the contrary, it rather enhanced it as experienced travellers were getting skeptical of high speed. It was well-known that the German greyhound and her successors vibrated excessively, and were having a number of minor mishaps which in some cases put them out of action for weeks on end. Moreover, it was their owners' policy to drive them at maximum speed whatever the weather, and this did not make for comfortable travel. White Star decided with the case of the Oceanic and her successors to make comfort their first consideration. To this end they built ships of great size and exceptional steadiness, with no more than moderate speed.
North Atlantic Seaway, Vol. 2.
Taking all this aboard, Ismay considered a radical departure of exceeding the German flyer in all but speed, offering a bigger, dryer, more comfortable ship designed to offer a truly reliable and regular schedule of arrivals and departures on both sides of the Atlantic and by eschewing excess speed and fleeting records, cut her fuel consumption by one-fifth for a much bigger vessel. Here was a ship that would emulate the first Oceanic not only in name but in redefining the big Atlantic liner.
From the onset, it was planned to have two such ships, the second to have been named Olympic, which would replace Britannic and Germanic on the New York mail service, but given their size, only one could be constructed at a time.
 |
| Early rendering of Oceanic showing her originally intended shorter funnels. Credit: The Atlantic Ferry. |
1897
Sir Edward Harland died on Christmas Eve 1895 and as if in tribute to him, if not elicited for more practical reasons, his six-year old plans for the "700-ft. leviathan" were finally realised within six weeks of the New Year with an order from Thomas Ismay for two of the vessels, the first of which would be almost immediately laid down at Queens Island.
 |
| 2 January 1897: reconstruction of North Yard no. 8 slipway into the larger and longer no 2 at Harland & Wolff prior to laying down the new White Star liner. Credit: National Museums NI. |
The construction of the new giant was preceded by extensive rebuilding of Harland & Wolff's Queen's Island works already in the throes of recovery from a disastrous fire in July 1896 that destroyed much of the South Yard. In the North Yard, no. 8 slipway, last used to construct P&O's China was completely rebuilt and extended, and renamed No. 2 slipway, facilitating construction of ships up to 700 ft.long and 70 ft.beam and fitted with cofferdams to enable work to proceed on the stern quarter irrespective of tide conditions. Inspired by similar arrangements at Newport News Shipyard in America, this new berth was dominated by an enormous gantry crane, built by Fielding & Pratt of Manchester, straddling the berth, which supported hydraulically-operated cranes to lift plates as well as position novel hydraulic riveting machines. Here was truly shipbuilding on a massive, modern "American" scale which made Queen's Island the most advanced yard in Britain and whose first product would be White Star's giant which was announced to the public in mid-February 1897.
The Oceanic has been built in the berth where the Peninsular and Oriental steamer China was constructed, but a considerable period elapsed between the launching of the Eastern liner and the commencement of the work on the Atlantic steamer. That time was occupied in preparing a special bed on which to lay the ways for the Oceanic, and in constructing a huge overhead erection for use in lifting heavy weights and for other purposes. It is estimated that the sum of nearly £20,000 was spent in these preparations, which occupied from 12th March 1897 till 1st April 1898, when work in earnest was commenced on the Oceanic. The fact that the plates of the new boat average an inch in thickness is sufficient to indicate the heavy rivet work necessary, and much of this work has been accomplished by hydraulic power, while electricity has been utilised for drilling.
The Steamship, February 1899.
We are understood in good authority that the keel was last week by Messrs. Harland & Wolff of a new vessel for the White Star Line, which is intended to make the passage between Liverpool and New York in four days. In honour of the old Oceanic, which was the pioneer ship of the White Star fleet, and which was only recently broken up, the new steamer will be also be called Oceanic.
The length of this monster steamship will be 680 feet. She will have a guaranteed speed of 27 knots per hour, and the total cost of building will approximately very closely on £400,000.
The construction of the Leviathan, as we have previously announced, has been in contemplation for a considerable time, and when it is stated that the plans for the ship alone have cost over £10,000, it will be seen with what care and attention to detail this gigantic work has been undertaken. It is not yet been definitively decided whether the Oceanic will be propelled by twin or triple screws, but it is more than likely that it will be by the latter.
The above figures may not be exactly accurate, but we understand that they come very close to the dimensions, etc.,of the proposed new vessel.
Belfast Evening Telegraph, 16 February 1897.
Putting the matter as to the anticipated speed of the new ship to rest, the Belfast Evening Telegraph reported two days later that "Mr. Wolff informs me that this [a speed of 27 knots] is an exaggeration. The vessel is not expected to develop a speed of more than twenty-three knots, which means she will be a little faster than the famous Lucania of Cunard Line. She will in design be very much like the Teutonic and Majestic, but her tonnage of 15,000 will considerably exceed theirs. She will have engines working up to 30,000 horsepower or more, and she will be ready for launching about a year hence."
Unusually for the time, White Star Line published extensive details on the new ship both in terms of her dimensions, capabilities and, most importantly, a new and for the era, novel, disdaining of competing for record speed, but instead ensuring the new ship could maintain, in almost all conditions, a regular service with Wednesday morning arrivals in both New York and Liverpool as well as making Queenstown in daylight. Never before had so great a ship been specified and designed without the prospect of challenging for the trans-Atlantic record and with the new Oceanic, White Star was setting down a policy that would endure for the rest of the company's operational existence.
We have received from Messrs. Ismay, & Co., of Liverpool, the owners of the well-known White Star line of steamers, the following letter:
Liverpool, February 19th, 1897.
To the Editor of the Belfast News-Letter
Dear Sir enclose for your information a memorandum giving certain details of the large steamer which is now being constructed by Messrs. Harland & Wolff for the passenger and mail service of the White Star line between Liverpool and New York via Queenstown, and we venture to ask that you will be good enough to insert a notice of her in your newspaper as a matter of public interest owing to her exceptional size and type and the service she is intended to perform.
Yours faithfully, Ismay, Imrie & Co.
The enclosed descriptive sketch, which we publish with pleasure, is as follows :-
That there is no such thing as finality in modern shipbuilding is strikingly evidenced in the announcement that Messrs. Ismay, Imrie, & Co. have arranged with Messrs. Harland & Wolff, Limited, of Belfast, for the construction of a new and very remarkable addition to the White Star fleet of Atlantic liners. This steamer will exceed in length by 65 feet any vessel either afloat or in course of construction. Nor will her claim to distinction stop at this point; she break the world's record for length, which hitherto has been held by the Great Eastern. The Great Eastern was 679 feet in length; the Oceanic will be 704 feet, or 25 feet longer, and her gross tonnage will exceed 17,000 tons.
In the construction of the new vessel the White Star Company adhere steadily to the principles which they hare followed with such signal success during the whole of their career. Due attention will be given to the matter of speed, but extreme speed will be subordinated to the comfort and convenience of passengers of all classes; and in her internal arrangements the new vessel will be an enlarged reproduction of the Teutonic and Majestic, except in so far as improvements may have suggested themselves in the size and fittings of the the increased dimensions of the ship herself.
Upon the question of speed the company announce that, although a much higher sea speed than that now contemplated is quite practicable from an engineering point of view, it has been determined, as far as possible, to aim at a regular Wednesday morning arrival, both in New York and in Liverpool, making the Irish land and Queenstown by daylight, and enabling passengers who may be travelling to places beyond the port of arrival to proceed to and in the majority of cases reach their destinations with comfort during the day.
It is expected that the new Oceanic will be launched in January next.
Her advent will undoubtedly be regarded with interest not only from a commercial, but also from a naval, point of view as a valuable addition to the nation's fleet of mercantile armed cruisers, which contains at this moment only four vessels with twin screws (of which two are the White Star Company's Teutonic and Majestic), fulfilling all the Admiralty requirements, and capable of maintaining a sea speed of twenty knots or over; whilst the United States and Germany, thanks to the fostering care of their Governments and the liberal subsidies allowed, can with just pride enumerate between them no less than eight such steamships afloat, with others larger and faster in course of construction. The new White Star liner will be able to transport a large body of troops, with stores and ammunition, to the most distant points with ease and unusual rapidity, while. in the matter of coal endurance it will be noted that her powers are to be most exceptional, inasmuch as after making liberal allowance for the weights of stores, ammunition, and troops this steamer will be able to steam in case of need 23,400 knots at 12 knots per hour, or practically round the world without coaling.
The new steamer will be named the Oceanic after the pioneer vessel of the company, which has recently been withdrawn after a most successful career of over quarter of a century, and in the construction and arrangements of which were introduced for the first time many improvements, then regarded as luxuries, which the traveller of to-day takes as a matter of course and as essentials to comfort in ocean travel.
Belfast News-Letter, 22 February 1897.
An important step in the evolution of the steamship is marked by the announcement that the White Star Line has contracted for a twin-screw passenger steamer to eclipse in size, or at least in length, any vessel ever built. The order, which has been placed with the firm of Harland & on Wolff of Belfast, Ireland, calls for a vessel cos feet long, of 17,000 gross tons, and capable of making the transatlantic run, blow high, blow low, in six days. Further than this the details of the plans for the big craft are not yet made known.
New York Times, 21 February 1897.
Harland & Wolff newbuilding no. 317 was laid down at the new no. 2 slipway on Queen's Island on 12 March 1897 "but the work of building was comparatively delayed pending the erection of the huge gantry-- the largest in the world-- which had to be completed, and it was not until mid April, that operations upon the hull were in practical progress." (Belfast News-Letter, 21 August).
No ship of the era was as well documented during every stage of her construction that was Oceanic, indicative not only of her enormous importance at the time but also of Thomas Ismay's personal passion with her design, construction and entry into service. Today, these photos (by Robert John Welch) and preserved by National Museums NI, provide a unique documentation of the building of the last great liner of the 19th century with new and old methods that anticipated the 20th, as well as remind of a now sadly vanished Belfast industry that once led the world.
 |
| 1 March 1897: keel blocks in place. Credit: National Museums NI. |
 |
| 1 April 1897: keel plates in place for length of hull. Credit: National Museums NI. |
 |
| 1 October 1897: construction of the double bottom well underway. Credit: National Museums NI. |
If meticulously recorded on glass plate negatives, the construction of Oceanic was accomplished in the relative newspaper obscurity when the building of ships, great and small, on the banks of the River Lagan was taken for granted in the ebb and flow of daily labour. Indeed the great new White Star liner took form with Medic and Afric on either side, a trio of liners, Belfast-built together to carry the White Star burgee to very different corners of the globe.
The impressive new gantry crane overhead, the new extended slipway and the novelty of hydraulic riveting nothwithstanding, the framing of Oceanic's great hull was still accomplished amid the traditional forest of support timber framework which hide to the casual observer of the steady progress being made throughout 1897.
Framing of hull, November 1897-January 1898 (completed 21 January 1898).
 |
| 3 November 1897 showing erected stern frames. Credit: National Museums NI. |
 |
| 1 December 1897: fully framed amidships. Credit: National Museums NI. |
 |
| 2 January 1898: framing almost completed. Credit: National Museums NI. |
At a dinner in his honour on 3 November 1897, the Lord Mayor of Belfast, W.J. Pirrie and director of Harland & Wolff, gave a detailed progress report on Oceanic's construction to date:
 |
| Credit: Belfast Evening Telegraph, 4 November 1897. |
... the following facts regarding the progress which in being made with the Oceanic at Messrs. Harland & Wolff's yard may not prove uninteresting. After the bar keel had been laid the plate keel was erected and the bottom framing attached thereto. This is now complete, so that the whole floor of the vessel can by anyone taking a walk to the Victoria Wharf (off the Queen's Road). The floor is apparently quite fat and of great breadth amidships, The stern-post was recently erected. It is a casting comprising not only the post (which has seven pintles for the rudder) but also the screw aperture and a keel piece 24 feet long. The height of the post itself in 53 feet. After this mating was placed in position another was attached is destined to carry the propellers. It has two arms or terminated by the stern tubes. These are termed 'the spectacles' owing to their close resemblance to a pair of spectacles. The twin propellers of the Oceanic, unlike those of the Teutonic, will not overlap but will be in the same plane, though very close together, with a comparatively small opening in the deadwood between them. The after part of the keel rakes slightly upwards in order to allow of a freer flow of water to the propellers and to improve the steering qualities of the ship.
Of course the forefoot will be cut away, as is usual in Belfast practice. Within the lam few days a number of the stern frames have been erected, and now the great skeleton of the ship is beginning to shape itself and afford a suggestion her appearance when complete. The immense height of the vessel strikes one immediately. Other vessels of exceptionally large size are in course of construction on adjacent slips, but are quite dwarfed by her gigantic frame.
The hydraulic machinery for riveting the plates of the Oceanic is almost complete. It is an immense structure, towering high above all the ships on the stocks, is supported by two standards on each side, which unite below on either side of the slip, the whole being carried on wheels and rails, founded on concrete blocks, that it can travel from top to bottom of the slip. The forward plating will be riveted first, and so on, right to stern the ship. Smaller hydraulic travelling machines have already riveted the keel plates and bottom frames.
At the present time the vessel, with her stern posts, screw aperature, and propeller brackets, together with the stern framing, is a very imposing sigh. It is, of course, needless to say that she will, when complete, be the largest vessel in the world by a long way, and one of the fastest, and that her length exceeds considerably that of the ill-fated Great Eastern
Belfast Evening Telegraph, 4 November 1897.
 |
| One of several renderings of the new ship showing her originally intended much shorter funnels as fitted to Teutonic/Majestic. Credit: Marine Review. |
1898
Plating of hull, June-July 1898 (completed 5 July).
 |
| 1 June 1898: plating of Oceanic (centre) with Afric and Medic on either side. Credit: National Museums NI. |
 |
| 1 July 1898: plating of hull. Credit: National Museums NI. |
 |
| 1 August 1898: plating of bows. Credit: National Museums NI. |
Plating of Upper Deck, July-November 1898.
 |
| 1 July 1898: hydraulic riveter in used on the Upper Deck. Credit: National Museums NI. |
 |
| 1 August 1898: plating the Upper Deck. Credit: National Museums NI. |
 |
| November 1898: laying steel decking over Upper Deck houses. Credit: National Museums NI. |
 |
| 1 March 1898. Credit: National Museums NI. |
 |
| 1 August 1898. Credit: National Museums NI. |
 |
| December 1898. Credit: National Museums NI. |
Construction of Main Boilers, July-November 1898.
 |
| 1 July 1898. Credit: National Museums NI. |
 |
| November 1898. Credit: National Museums NI. |
Machining of cranks, shafts and thrust blocks, October-November 1898.
 |
| Turning one of the main crankshafts, 1 October 1898. Credit: National Museums NI. |
 |
| One of the thrust shafts being machine on the lathe. 1 July 1898. Credit: National Museums NI. |
 |
| One of the tailshafts completed, November 1898. Credit: National Museums NI. |
On 9 August 1898 the Belfast News-Letter reported that "the 4th January, 1899, has been fixed as the date for the launching of the White Star liner Oceanic," but on 1 October wrote: "we understand that Saturday, the 14th January, has been fixed as the date of launching of the Oceanic…"
By December 1898, the construction of Oceanic's boilers, engines, shafts and propellers was complete and on 7 November the chairman and members of the Belfast Harbour Board were shown around the engineering works at Harland & Wolff to see the progress at which time it was reported that the ship was expected to be completed five months after her announced launching "about the second week in January." On the 12th, members of the Belfast Mechanical and Engineering Association visited the engine works and shown the finished main engines, "Their massive proportions and simple, yet graceful design were universally admired."(Belfast Evening Telegraph, 16 November). On the 18th, the first of two propeller shafts were fitted to the hull.
We are informed that there will be no christening ceremony in connection with the launch, of the great Star liner at the Queen's Island Shipbuilding on Saturday. 14th pros. Messrs. lsmay, Imrie. & Co., the owners, and Messrs. Harland & Wolf. the builders, regard the event as of far too serous and important character anything in the nature of frivolous display, and hence the conventional ceremony associated with the breaking of bottle of champagne will be dispensed with.
Notices have been posted throughout the shipyard to the effect that no workers other than those directly concerned in the launch will be admitted on the 14th, but experience is such as to emphasise the difficulty of enforcing such an order, the Islandmen being generally as anxious to witness a big launch as anybody else--indeed. they always take a personal pride in these events. Mr. Ismay and the other White Star directors from Liverpool, and the heads of the firm of Harland & Wolff will witness the launch from the yard, but there will be no platform or other special erection for the purpose, although the launch of the large cargo boat, the Medic (also a White Star liner), on Thursday last from the adjoining ways, would have afforded ample space had anything of the kind been desired. Consequently the public will have to concentrate themselves at Victoria Wharf, which, by the favour of the Harbour Commissioners, will be entirely under the control of Messrs. Harland & Wolff for three days.
No effort is being spared by the Right Hon. W.J. Pirrie and by Mr A. Carlisle, the manager of the works, to ensure the launch of the Oceanic taking place not only without any serious accident, such as that which characterised the launch of the Albion on the Thames some time ago, but without the slightest mechanical hitch. Hydraulic apparatus. built specially for the launch of the Oceanic, was tested at the launch of the Medic last week, and proved most successful, and as precaution against grounding when the leviathan with its displacement of between 25 and 50 thousand tons, rushes into the water. three extra pairs of enormous anchors have been provided. Everything, in fact, in connection with the launch is being done irrespective of cost, and with a view to safety and success. We understand that the huge boilers and wonderful engines of the Oceanic are ready, and that the vessel will receive them shortly after the launch.
Belfast Evening Telegraph, 20 December 1898.
 |
| Oceanic on the stocks, January 1899, ready for launching. Credit: National Museums NI. |
1899
Interest in and anticipation of Oceanic's launch-- "The Greatest Engineering Feat of the Century" (Belfast News-Letter, 14 January) was considerable, and increased with every approaching day. On 11 January 1899, the Belfast News-Letter reported that all 900 viewing tickets made available by White Star and Harland & Wolff to the Board of Management of the Royal Hospital had been sold while special railway excursion tickets were also made available and many representatives of the press, both British and American, had been accommodated in the new Northern Counties Hotel, courtesy of Harland & Wolff. On the day of the launch, the Belfast News-Letter and the Belfast Evening Telegraph both published special supplements on the launch.
Facilitating photographers and "kinetographers," Carlisle agreed to paint the hull very pale grey for the launch at a cost of £600 but was well rewarded in the publicity afforded especially the pioneering "kinetograms" of the launch which featured throughout the world, including six major London music halls, and first shown at the Royal Music Hall, Holburn, on 18 January 1899.
 |
| Oceanic on the stocks, January 1899, almost ready for launching. Credit: National Museums NI. |
 |
| January 1899 showing screws and rudder in place. Credit: National Museums NI. |
 |
| January 1899: screws fitted. Credit: National Museums NI. |
The Oceanic is one more hand stretched forth to our kindred across the Atlantic, and as she speeds westwards, she will carry with her the good wished of a nation. Long may she sail the seas with such a burthen.
Belfast Evening Telegraph, 14 January 1899.
 |
| 14 January 1899: ready for launching and show the special drag anchors and chains in place and bow cradle. Credit: National Museums NI. |
 |
| Oceanic posed on the ways of no. 2 slipway before launching, 14 January 1899. Credit: National Museums NI. |
 |
| Launch of Oceanic. Credit: Illustrated London News. |
The actual launch, accomplished in that trademark yet curious manner of White Star Line eschewing the ceremonial christening and champagne bottle, was impressive enough for the sheer scale (12,050 tons and 705 ft.) of what was dipped gracefully into the Lagan just after 11:30 a.m. on 14 January 1899, in brillant weather and in the space of about two and half minutes. The event attracted sufficient numbers as to make estimating the crowd difficult, with numbers of anywhere from 25,000 to 150,000 being quoted.
 |
| Credit: Liverpool Echo, 14 January 1899. |
The scene to-day at the launch of the Oceanic was one of intense and bewildering excitement and enthusiasm. The hour fixed for the departure of the mighty leviathan from the stocks was eleven o'clock. By that time the whole of the bank of the Lagan, which forms the entrance to Belfast Lough, was crowded with spectators. The County Down side and the Antrim side were peopled as far as the eye could reach. A huge and substantial grand stand was erected on Queen's Island, where the works of Messrs. Harland and Wolff are situated. The Oceanic's stem was almost close up to the north end of the stage, her immense aft deck being quite visible with enormous twin screws full exposed to view. Further up the graceful lines of ship were hidden by a forest of woodwork, by the help of which she was built.
The Oceanic was unmasted and very bare, the mere hull being visible. She was bridged across by the great hydraulic apparatus which was specially erected for her construction and between which she was to shoot into the water. All the craft in the river and down the lough were decorated with flags, while the yards of the sailing ships were manned wherever a human bring experience and bold enough to climb could obtain a foot.
Every preparation had been made for the success of the operation, and as the Magic in the grey morning reached Belfast with a numerous contingent of Liverpool visitors, the last inspection was being made by candle and lamp light, everything reported to be in a perfect state of readiness. At twenty-five minutes past eleven a gun was fired, and the cheering crowd was hushed into silence. Then another shot reverberated round the bay, and a deeper silence, the silence preceding the occurence of a great event, stole over all. By 11.30 four shots were fired, and then a fifth, and shortly afterwards the biggest ship ever constructed slipped from the stocks and glided with the grace of a seal into the water. There was not a strain or mishap of any kind, the whole actual launching operation only occupying about two and half minutes. The great twin propellers moved as they struck the water as naturally as the fins of a fish. The great cable slipped down her bows, and the magnificent apparition rode in all its grandeur before the eyes of the electrified and applauding crowd.
Liverpool Echo, 14 January 1899.
 |
| Credit: Belfast News-Letter, 16 January 1899. |
At twenty-seven minutes past eleven the final shots were fired, the workmen in the yard stood clear, Mr. A.M. Carlisle gave the signal for the launch and cheering commenced. Then down came that great vessel, built for the accommodation of thousands of passengers, by thousands of the finest artisans in the world, at a cost of hundreds of thousands of pounds--the most wonderful illustration of the shipbuilders' art which the history of the world has furnished. She glided down the ways silently and gracefully, and with gradually increasing momentum, amid a grand volume of cheering, which even the discordant shrieks of thirty or forty syrens failed to drown. The ladies waved their handkerchiefs enthusiastically. none of the men were too unemotional or blasé to repress a joyful cheer, ard the officers and crew on the deck astern raised their caps in acknowledgment. Her finely-rounded stern touched water in a few seconds, causing scarcely a splash, her propellers under the pressure of the Lagan began to revolve, and a swelling wave rolled to the sides of the vessel. One, two, three, seconds, and the Oceanic was afloat. The three sets of anchors, suspended by cables running across the vessel from port to starboard, were liberated by the cutting of the rope couplings on board. Length after length of cable ran out, and a rending and snapping sound was created as the rope stoppers, employed to graduate the strain upon the chainwork, yielded one by one to the terrific strain, as though they had been so many bits of twine.
The anchors and cables did their work well--better even than those responsible for the launch had expected and barely two minutes from the signal for the launch, the Oceanic had been pulled up, almost within her own length, and floated majestically before the stand, surrounded by the cable buoys and such flotsam and jetsam as one associates with a launch.
Belfast News-Letter, 16 January 1899.
 |
| As she roars into the Lagan, Oceanic's twin screws churn the water as they enter. Credit: National Museums NI. |
 |
| One can almost smell the warm tallow as Oceanic, now afloat, has cleared the ways and being taken in charge by tugs. Credit: National Museums NI. |
The launch of the Oceanic on Saturday last was in every way a pronounced success. Even the weather put on its brightest smile in honour of the great event. The forenoon was beautifully fine, the air clear and crisp. and the sun bright, giving a happy holiday aspect to the surroundings. A minute before the immense hull began to move on the ways the sun topped the high workshops at the reae of the shipbuilding yard, and shining full on the side of the great vessel seemed by the glitter that played on its bright painted side to give it its benison. Then when the moment came to release the ship from its birthplace, the tap of the hydraulic machinery was turned, and in absolute silence,- without a creak or a strain, the monster began to glide so slowly at first as to be almost imperceptible. She moved in this way a few inches, and then, gathering momentum from her twelve hundred and fifty tons of dead weight on the incline, she seemed to get the gift of life, and steadily and stately she slid off the shore into the water. It was as if the water had advanced to meet her there was so little commotion. If it were allowable for the leader writer to drop, like Mr. Wegg, into poetry, we might make considerable play with the fact that so soon as the twin screws of the ship were immersed to their shaft the water grasped the blades, and, whirling them round, seemed to take them into an affectionate embrace. And the moment the bow left the shore and felt the buoyant upraising of the water that signified the ship was afloat, the Oceanic gave one immense dip as if in courtesy to her natural element. It was when the ship thus courtesied that the great swell on the water caused by the displacement was best seen. The descent of the ship into the water was so even and so apparently controlled that there was little or no disturbance of the surface of the river. But when the bow dipped the water rose up all round, not in a wave, but in a body, so to speak, and gently flowed over the edge of the landing stage, on which a row of spectators, who were determined to be in front and see everything, were standing. A few wet feet that was all the commotion attending the launch of the biggest ship that has ever been built.
Belfast News-Letter, 16 January 1899.
Among those present for the launching were Thomas H. Ismay (chairman of the White Star line) and Mrs. Ismay, Mr. J. Bruce Ismay, Mr. James Ismay, and Sir. W. S. Graves (of Messers. Ismay. Imrie, & Co., managing owners); Mr. H. A. Sanderson (general manager of White Star line). Captain Hewitt and Mr. Horsburgh superintendents of the line), Mr. G.W. Wolff. DI.P.: the Right Honourable W. J. and Mrs. Pirrie. Mr. and Mrs. W. H. Wilson, Mrs. Carlisle, Mr. and Mrs. A. M. Carlisle. Mr. W. J. Praiten (head of the constructing department at Queen's Island), the Duke and Duchess of Abercorn, Lady Alexandra Hamilton, the Marquis and Marchioness of Dufferin and Ava, the Earl of Ava. Lady Hermione Blackwood, the Marquis and Marchioness of Londonderry, Lady Helen Stewart, the Earl of Shaftesbury, the Earl and Countess of Annesley. Lord and Lady O'Neill, the Earl of Shrewsbury, Viscount Ingestre, Lady Viola Talbot, Viscount Charlemont, C.B.: Lord and Lady Langford. Lord and Lady Clonbrock, the Honourable Miss Dillon, Viscount Crichton, Lord Massereene. the Marquis of Hertford, the Lord Mavor of Belfast (Sir James Henderson, J.P.). Dir. David Henderson, the Mayor and Mavoress of Londonderry (Sir John B. and Lady Johnston), Sir James Musgrave. Bart., D.L.; Sir Daniel Dixon, D.B. Sir William Q. Ewart, Bart.: Sir James H. Huslett, M.P.; Right Honourable Colonel Saunderson, M.P.; Colonel James Di'Calmont. M.P.; the Right Honourable Horace Plunkett. M.P.: Mr. H. Trevor Henderson, Mr. Charles W. Henderson, Miss Henderson, and Miss K.M. Henderson (Norwood Tower); Mr. Michael Hugh Hicks-Beuch. Mr. Nevill Chamberlain, Right Honourable Thomas Sinclair, D.L., Mr. and Mrs. Thomas Andrews and the Lord Bishop of Ossory (Dr. Crozier). There was a large attendance of members of the Belfast Corporation, the Harbour Board and the Water Board, and other well-known Belfast citizens.
The presence of Thomas Ismay was notable, not only considering the construction and outfitting… "nothing but the best"… of Oceanic had been his all-consuming pursuit and passion, but the launch would sadly prove one of his last public appearances with the onset, soon, after of a series of debilitating illnesses and operations that would claim the great man before the end of the year.
 |
| Charles Dixon painting of the launch of Oceanic. Credit: The Graphic, 21 January 1899. |
 |
| Oceanic triumphantly afloat and taken in charge by tugs. Credit: National Museums NI. |
The great hull was then towed to Alexandra Dock beneath its trademark 100-ton crane for the shipping of her masts, boilers, machinery and funnels.
 |
| February 1899: Oceanic alongside Alexandria pier being fitted out and superstructure being erected. Credit: National Museums NI. |
As the less exciting fitting-out stage ensued, Oceanic faded from press coverage. On 21 March 1899 the Belfast News-Letter reported that she was "nearing completion at the 100-ton crane, Alexandra Wharf, the funnel and small auxiliary machinery being about the only things which remain to be lifted aboard. Preparations are being made at the Victoria Wharf for her early reception." That this was a busy indeed epic period for Belfast shipbuilding was reminded by the Liverpool Mercury on 27 May which stated that ten of the largest ships in the world, totalling a combined 100,000 tons, were presently being fitted out or overhauled in Belfast Harbour: Oceanic, Medic, Afric and Germanic of White Star; P&O's China; Dominion's Camroman; Leyland's Winifredian; Allan's Persian, the London steamer Sandusky and the Chinese Pingsuey.
Installation of machinery and boilers, February-March 1899.
 |
| February 1899: the 100-ton crane at Alexandra Dock lifting machinery on board. Credit: National Museums NI. |
 |
| February 1899: installation of main boilers. Credit: National Museums NI. |
 |
| March 1899: installation of main engines. Credit: National Museums NI. |
Installation of the second funnel, March-April 1899.
 |
| March 1899: aft funnel ready for hoisting aboard. Credit: National Museums NI. |
 |
| March 1899: the 100-ton crane listing the first section of the second funnel aboard. Credit: National Museums NI. |
 |
| 1 April 1899: installation of aft funnel and stokehold fans. Credit: National Museums NI. |
 |
| 1 April 1899, Oceanic at Alexandra pier with her second funnel and masts in place. Credit: National Museums NI. |
Work on Promenade and Upper Decks, March-April 1899.
 |
| March 1899: outfitting of Promenade Deck. Credit: National Museums NI. |
 |
| 1 April 1899: Promenade Deck outfitting. Credit: National Museums NI. |
 |
| 1 April 1899: fitting out of after decks. Credit: National Museums NI. |
If for nothing else, Oceanic is best remembered for her extraordinary, towering funnels which, even in an era when such things were common, hers remain among the tallest ever fitted to a liner. Originally depicted with shorter Teutonic-esque stacks, she was initially fitted with two considerably taller ones, installed in two prefabricated sections in April 1899. Yet, there is photographic evidence of both funnels being fitted with an extension, equal in height to that portion which would be painted black, in May and built-up in place rather than prefabricated, to achieve the finished towering proportions. The method of construction indicates this was a change decided upon after the initial installation.
Funnel heightening (?), May-June 1899.
 |
| 1 May 1899: Oceanic alongside Victoria pier with her original height funnels and work begging on the second to extend it. Credit: National Museums NI. |
 |
| 1 May 1899: showing work being done on second funnel. Note also her characteristic heavily riveted Main Deck straking. Credit: National Museums NI. |
 |
| 1 May 1899: forward funnel being extended. Credit: National Museums NI. |
 |
| 1 June 1899. Funnels extended and being painted. Note also the bridge and wheelhouse being erected and the open coal chutes. Credit: National Museums NI. |
Interior fitting out, April-June 1899.
 |
| 1 April 1899: fitting out First Class dining saloon. Credit: National Museums NI. |
 |
| 1 April 1899 joinery work in progress, First Class main staircase. Credit: National Museums NI. |
 |
| 1 June 1899: finishing work being done in First Class dining saloon. Credit: National Museums NI. |
 |
| Capt. J.G. Cameron. |
On 28 June 1899 it was announced by John Lee, New York manager for White Star that that Capt. J. Cameron, presently master of Teutonic, had been promoted to command Oceanic, with Capt. E.R McKinistry, for many years commanding Germanic, would replace Cameron aboard Teutonic. Capt. Haddock would, in turn, command Germanic and Capt. B.S. Hayes, formerly chief officer of Teutonic,become captain of Britannic.
As Oceanic neared completion, there arose in the press stories that White Star had begun to regret not making her competitive in recordbreaking and had, in fact, instructed Harland & Wolff at this late stage to put more furnaces and boilers in her, something which was firmly refuted by Thomas H. Ismay in a letter to The Times:
Mr. Thomas H. Ismay writes to the Times -'While fully appreciating the complimentary reference to the White Star Line and to myself, by your New York correspondent in his recent communication on Trans- atlantic liners, feel that he has been misinformed when he states that it has been discovered to be a mistake to send a new ship across the Atlantic with no chance of making record, and that Harland and Wolff are putting more furnaces and boilers into the Oceanic so that she may try conclusions some day or other with the Lucania, or, perchance, with the Kaiser Wilhelm der Grosse, and that she is to arrive in New York at any rate Tuesday afternoon instead of early Wednesday morning.
From the time when the plans of the new Oceanic were first discussed the White Star Line has never wavered in the policy then determined on, as an unsubsidised company, viz., to abandon all thoughts of extreme speed and aim only at regular time of arrival.
The Oceanic is now approach completion, and if all goes well will take her place early in the coming autumn. Messrs. Harland and Wolff are not putting are not putting more furnaces or boilers into her. She is not going to try conclusions as regards speed with other steamer, and is not intended to arrive in New York on Tuesday afternoon instead of early Wednesday morning.
There is not now, nor has there ever been,a desire on the part of the White Star Line to gratify the craving for extreme speed; and on this point we would refer to the official announcement of the order given for the Oceanic, which appeared in the Times of February 22, 1997
'Upon the question of speed the company announces that, although a much higher speed than that now contemplated in quite practicable from an engineering point of view, it has been determined, as far as possible, to aim a regular Wednesday morning arrival both in New York and Liverpool.".
Liverpool Echo, 8 July 1899.
Mr. T. H. Ismay by his letter to the newspapers has surely put an end to the gossip about the speed of the Oceanic. The White Star Line announced long ago that they considered safety and comfort of supreme importance.
While they have never been anywhere but in the front rank of our speediest vessels, it has at no time been their practice to allow any of their ships to try conclusions in speed with any other steamers. Mr. Ismay declares emphatically ' There is not now, nor has there ever been, desire on the part of the White Star Line to gratify the craving for extreme speed.' All reasonable travellers will cordially applaud such sentiments.
Liverpool Mercury, 15 July 1899.
There was, also, the inevitable press release detailing the provisioning of the new liner:
An article appears in Harmsworth Magazine upon the provisioning of the White Star liner Oceanic, and statistics are given showing the immense quantities of food carried on a round voyage-that is, six plays out and six days home. The following are some of the provisions thus : —800 barrels of flour, for bread and pastry, each barrel containing 220 lb. gross or 17½ tons in all; 63,000 lb. of butcher's meat -beef, mutton, lamb, real, pork-or about 66 bollocks and 283 sheep, this being about 5,000 lb. per day; over 5,000 chickens and other poultry and about 421 birds day; 3,000 lb. of fresh fish; salt fish; 30 barrels of herrings; 50 boxes of smoked fish: 500 lb. of lobsters; 400 tins of sardines: 500 lb of turtle, turtle, oysters; 10,000 clams --the number of oysters being sufficient for one to disappear every minute of the voyage day and night; 25,000 eggs, over one ton; 2,500 lb. oatmeal; chiefly for the steerage; over two tons of ham and bacon 5,000 lb. of butter, sufficient to form a cube 53½ inches square 5,000 lb. of jellies; 10,000 of sugar-nearly 44 tons; 2,500 lb. coffee and 1,500 lb. of tea; 800 gallons of milk; 100 gallons of cream: and 100 gallons of milk; 100 gallons of powdered milk. The supply of vegetables is also as abundant and fresh as in Covent Garden. It consists of 46 tons of potatoes, 500 cauliflowers, 1,200 cabbages, 800 lb. of tomatoes, one ton of carrots, two tons of turnips, and 600 bundles of asparagus. The potatoes alone would be the product of fourteen acres of average soil. The services of metal, china, & etc. are, of course, in excess of actual requirements, as from 800 to 1,000 plates are often broken in a single voyage and over 1000 tumblers. The Oceanic will carry 250 coffee and tea pots, 200 sugar basins and cream jugs, 250 vegetable and entree dishes, 100 butter dishes, 10,000 pieces of china for first and class service, and 3,600 plates and 1,500 cups for third class use. Besides the crockery, there will 4,500 pieces of crystal glass. In cutlery there will be 3,600 knives, 5,200 forks and 5,750 spoons. These, placed end to end, would extend about 1¾ miles. There are 750 napkin rings. The Oceanic will carry 350 saloon, 275 second cabin, 1,000 third class passengers, and 450 crew—in all, 2,075 people.
New Ross Standard, 8 July 1899.
Final fitting-out July-August 1899
 |
| 1 July 1899: forward superstructure receiving final work and painting. Credit: National Museums NI. |
 |
| 1 August 1899: final work on funnels and Boat Deck in progress. Credit: National Museums NI. |
 |
| 1 July 1899: Oceanic, nearing completion, alongside Victoria pier. Credit: National Museums NI. |
It was reported on 7 July 1899 that Oceanic was now insured at Lloyd's, with a value of £500,000, "of which amount the owners will run £150,000 uninsured."
The completion of his Oceanic occupied Thomas Ismay's dying days. On 20 July 1899 he travelled to Belfast with Mrs. Ismay to receive the Freedom of the City and saw the ship undergoing the last stages of fitting out.
On 22 July 1899 the Liverpool Mercury stated Oceanic "will probably leave the hands of the builders at Belfast on the 26th August for Liverpool."
True to his promise made at Oceanic's launching, Thomas Ismay made arrangements for the people of Belfast to inspect the ship on her completion and the meticulous details of the visit (scheduled for Saturday 19 August) were published in the local papers on 26 July 1899:
The Oceanic will on the day named be open for inspection between the hours of 11 a.m. and 6 p.m. at the Victoria Wharf, on the County Down side of the river, off the Queen's Road. Visitors will go on board by a special gangway at No. 2 hatch, at the fore end, landing on the upper deck.
They will then proceed along the starboard side into the forward open steerage on saloon deck, and after seeing this they will ascend again to the upper deck, and have an opportunity of going into the forecastle, where an examination of the powerful windlass and warping gear, which have been specially designed and constructed for this vessel, may be made. They will then walk along the port side, going up the stairway to the forecastle deck, and after viewing this they will go along to the promenade deck on the starboard side, and up the captain's private staircase to the boat deck, where the boats and fan casings may be seen. After proceeding as far aft as the engine-room skylight on the starboard side they will return on the port side, and go up to the captain's bridge, charthouse, and wheelhouse. and right along the port side as far as the They will then descend to the promenade deck, go second class smoking-room and library, and then to the poop deck, which is specially arranged for the comfort of second class passengers. From this the visitors will go along the starboard side of the promenade deck, entering the main saloon entrance, where they may inspect the staterooms and library situated on this deck.
They will then go down the grand staircase to the upper deck, and have an opportunity of inspecting the first class cabins and smoking-room, after which they will descend to the saloon deck, proceeding thence along the starboard side to the grand saloon, where the decorations and upholstery can be examined, and also the magnificent dome with its elaborate ornamentation representing England, America, Liverpool, and New York, all of which is of special interest, the whole of the work having been designed and erected at an enormous cost. Coming from the saloon, they will continue the inspection of the first-class state-rooms, afterwards going down to the main deck, where the cabins, bathrooms and lavatories can be seen. Proceeding the staircase at the after end of this deck, the up first-class pantry on saloon deck will be reached. Passing from this through the galley, sculleries, bakers' shops, butchers' shops, refrigerating chamber, and second-class pantry, the visitors will enter the second saloon, which is very handsomely decorated and surmounted by a very fine dome skylight with richly painted glass of floral design. From this they will proceed along the port and starboard sides for the inspection of the second-class staterooms, thence ascending the second staircase and arriving pn the upper deck, which will give an opportunity of examining the accommodation for the third-class passengers and seeing the arrangements for steering the ship and also the heavy warping gear, which is in duplicate, specially designed for moving the ship in docks, when the engines are unable to be used. Leaving this, progress will be next made along the port side of the upper deck to the engine-room entrance, and any person wishing to do so can descend to the port engine-room by the spiral staircase and make an inspection of the engines and boiler room, the and then pass through the water-tight door in division bulkhead which divides the two engine-rooms. The visitors will then return by the spiral staircase on the starboard side to the upper deck, and this will complete the entire inspection of the vessel. Departure will be made from a gangway at this point. It should be added that the tickets for the inspection will be obtainable at the music warehouses of Messrs.Hart & Churchill, Messrs. Cramer, Wood, & Co., and Mr. M. Crymble.
Belfast News-Letter, 26 July 1899.
On 26 July 1899 White Star sailing lists first detailed Oceanic's maiden voyage from Liverpool, 6 September, and she would thereafter maintain the Wednesday mail service with Majestic, Teutonic and Germanic. On 3 August the New York papers first listed her maiden sailing from the port: 20 September.
 |
| Inclining tests of Oceanic alongside Victoria quay. Credit: National Museums NI. |
Meanwhile, Oceanic was fast nearing completion and on 5 August 1899 completed taking on 2,000 tons of coal for her trials/delivery trip whilst 1,000 men were swarming over her, completing final work on her interiors and painting. The Liverpool Mercury of 7 August reported that "every first and second class berth is taken for the maiden trip." Lady Cadogan was given a private tour of the vessel as a guest of Mr. and Mrs. Pirrie on the 17th.
Proclaimed "Oceanic Day,"19 August 1899 which saw the public inspection of the ship at Belfast, also saw the publication of a special "Fine Art Supplement" in that day's Belfast Evening Telegraph depicting the ship, "one of the finest achievements of Belfast engineering." That day, the ship, lying at Victoria Wharf, literally just vacated hours before, by workmen rushing to finish her, was mobbed by an 12,000-13,000 visitors from 11:00 a.m. to 6:00 p.m. while the local papers that day and to follow were filled with reports and descriptions of every aspect of the ship. In all, proceeds from ticket sales raised 600 for the endowment fund for the Royal Victoria Hospital.
On 21 August 1899 it was confirmed that Oceanic would depart Belfast on the 24th for her trial trip and adjust compasses and sail for Liverpool on the 24th. There, she would be drydocked in Canada Dock, it not being possible to do so in Belfast as P&O's China was already in Alexandra graving dock there so Oceanic would have to run her trials "dirty" although in keeping with White Star custom, formal speed trials over measured mile courses were not usually done.
The White Star Line steamship Oceanic will leave Belfast for Liverpool next Saturday morning, and may be expected to arrive in the Mersey any time after noon on that day. It is arranged that the gigantic liner shall proceed immediately to her berth in the Canada Dock. The first arrival of the largest steamship of the world in the port which is to be her home, and the operation of passing such a large ship into dock, will undoubtedly attract considerable attention, and there is reason to expect that the riverside at the north docks and probably the promenades and New Brighton sands on the opposite bank of the river will be crowded with people anxious to get a good view of the noble vessel. On the invitation of Messrs. Ismay, Imrie, and Co. the members of the annual conference of the Institute of Journalists to be held in Liverpool throughout next week will have the privilege of inspecting the Oceanic as she lies in dock on Friday afternoon, September 1st. The Oceanic will take her place in the Liverpool and New York mail service on the Wednesday following, when she will sail from the Prince's Landing-stage.
Liverpool Mercury, 24 August 1899.
 |
| Oceanic on departure from Harland & Wolff. Credit: picaryl.com |
Oceanic's first departure from Harland & Wolff into Belfast Lough on 24 August 1899 for preliminary trials and compass adjustments was widely reported by the local press and her passage down the channel witness by many spectators:
What may be described as another stage in the progress of one of the finest mechanical productions of the was reached yesterday morning when the new age, White Star liner Oceanic left her moorings at the Victoria Wharf and proceeded down Belfast Lough for her preliminary trials and adjustment of compasses. Considerable interest was manifested in the event, and large numbers of spectators assembled on the west Twin Island and also in advantageous positions on the County Down side of river in order to witness the commencement of the trip. Brilliant weather prevailed. and everything passed off in a most successful manner. The big ship, which left the wharf shortly after ten o'clock, was towed down the channel by two powerful tugs, but on reaching broader waters she dispensed with their services and steamed down towards the mouth of the lough. Lieutenant Cameron, R.N.R., was in command, and, we understand, there was a distinguished company on board. The Belfast and County Down Railway Company's steamer, the Slieve Bearnagh, in her trips between Belfast and Bangor, sailed in close proximity to the Oceanic, thus gave her passengers a capital opportunity of seeing the big liner under most favourable circumstances--an opportunity which was taken advantage of by very large numbers of people.
Belfast News-Letter, 25 August 1899.
Departing Belfast for the last time, Oceanic started down the Lough at 4:15 a.m. On 26 August 1899 for her trials and delivery voyage to Liverpool, "she passed down the Irish Sea under her own steam at fifteen knots an hour, three powerful tugs following in her wake. " (Liverpool Echo, 26 August).
It was generally thought the Oceanic would commence her voyage to Liverpool at eight o'clock on Saturday morning, and towards that hour crowds of people assembled at various points on either side of the lough to witness her departure. They were, however, doomed to disappointment, the famous vessel having hauled in cables at 4-15 as a.m. and left her moorings off Carrick, was already far on her way to the Mersey. There was a large and distinguished party on board, among number the Right Honourable W. J. Pirrie and Mr. G.W. Wolff, M.P., members of the firm which constructed the leviathan, and many prominent citizens of Belfast. The few who had the good of wishing "Bon voyage" to the new White fortune Star liner were charmed with the brilliant picture she presented in the clear light of the early morning.
Belfast News-Letter, 28 August 1899.
The large ocean liners which were in the river Mersey this afternoon marks an epoch in the history of shipbuilding. The new White Star steamer Oceanic arrived from Belfast, and a very large number of people were congregated on the Pierhead walls at the North docks and the Cheshire side of the Mersey for the purpose of witnessing her arrival. The day being fine, the vessel was seen to the best advantage, and her magnificent proportions were greatly, admired. She is the largest vessel in the world.
Liverpool Echo, 26 August 1899.
Anyone doubting the supremacy of the British mercantile marine and shipbuilding or the place that Liverpool and the Mersey as the great gateway to the world would have rightly convinced the afternoon of 26 August 1899 with the arrival of the world's largest merchant ship from her builders, and the second voyage of the giant new combination cargo-passenger liner Winifredian of Leyland Line to Boston and the big Cunarder Campania embarking passengers for New York at Prince's Landing Stage, all in beautiful late summer weather on a perfect Saturday. The Pier Head was thronged with weekend spectators and strollers taking it all in and the whole expanse of the Mersey before them, teeming with shipping of all sorts, and the mighty Oceanic dwarfing all around her.
So from his wife's diaries we have the picture of the founder of the White Star Line lying desperately ill at Dawpool as his latest magnificent vessels sets out on her maiden voyage, on which he had so much wanted to go.
The Ismay Line.
By now too ill to sail on Oceanic's maiden voyage, Thomas Ismay insisted on visiting the ship on her arrival at Liverpool on the 26th and "stayed three quarters of an hour and was very pleased with her…"(The Ismay Line) , but even this visit took its toll on him.
 |
| Oceanic entering Canada graving dock. Credit: reddit oceanlinerporn. |
The Oceanic arrived in the river this afternoon, and came to an anchor opposite the Canada Dock. She was gaily decorated with bunting. Great crowds of people were assembled on the Pierhead for the purpose seeing the vessel dock. She will go into the Canada Graving Dock about three o'clock this afternoon. Numerous tugs are in the Mersey of crowded with passengers for the purpose of sailing round the steamer, and everybody seems astonished at the immense size of the vessel.
The entrance from the river of the Oceanic was somewhat slow and tedious process, but considering the immense size the vessel, the work was expeditiously and safely accomplished. The vessel passed through the Canada Dock gate at about 2.20, where many thousands of people were assembled. Several tugs had hold of the vessel, some fore and some aft. On getting into the Canada Dock proper, the tugs pulled her round by means of ropes from the bows, and she commenced to enter the Canada Dock at ten minutes to three, and she was safely inside in another five minutes. There was another chance given the crowd at the Graving Dock, and every satisfaction was expressed on all hands at the successful way in which the leviathan been docked. The traffic on the Overhead Railway was great owing to the large amount of people who had come from town to see the vessel.
Liverpool Echo, 26 August 1899.
Considerable interest was displayed on Saturday by the general public in the first arrival of the new White Star liner Oceanic at Liverpool, her port of registry. When it is remembered that this magnificent ship is a veritable triumph of the shipbuilders' art, being the largest vessel over constructed in the world, it was not surprising that hundreds, aye, thousands of persons, many from a distance, gathered at all points of vantage to view the great steamer de she entered the Mersey from Belfast, Messrs. Harland and Wolff, the builders, having completed their unique task. Leaving Belfast Lough at 4 15 a.m., the Oceanic passed Seaforth and New Brighton about 12 45, both banks of the river being then thronged with spectators, while several crowded excursion steamers sailed round the big liner. The Oceanic was to enter the new Canada Graving Dock to have her hull cleaned and painted, and she hung off in the river attended by tugs until the dock entrances were clear.As she drifted slowly up the river as far as Seacombe she was the centre of observation and a prominent object, with her string of coloured banners fluttering gaily overhead from stem to stern. Although the great height of her two huge funnels was apparent to all, expressions of disappointment were common, and " She's not nearly so big as I expected was heard among the onlookers right.
Liverpool Mercury, 28 August 1899.
 |
| Oceanic in Canada graving dock. Credit: facebook.com |
Shortly after the Oceanic entered the graving dock a large number of men were set to work to put props. extending from the sides of the dock to the steamer's hull-to secure her in position before the dock was pumped dry. The necessary work having been accomplished, and the steamer securely moored by. means of great hawsers fore and aft, the dock was pumped dry.
All the arrangements were carried out in a most satisfactory manner, and without the slightest hitch. When the dock was dry it was seen that the keel of the. Oceanic rested on the centre of the A blocks fixed all along the bottom of the dock. small army of painters was set to work to paint the keel and sides of the stesmer, which are submerged when afloat. Mr. T. G. Hill was in charge of the painting arrangements. The Oceanic presented a magnificent appearance, and her position enabled the spectators to realise more readily her tremendous size. Throughout yesterday morning and afternoon the dock was visited by many thousands of people, and what most impressed the onlookers was the remarkable rigidity of the hall structure. Great interest was centred in the two propellers, which are three-bladed, having gunmetal bosses and manganese bronze blades. About five o'clock yesterday evening the Oceanic came out 'of the graving dock, and proceeded into one of the White Star Company's berths in the Canada Dock, where she will take in cargo. Not far from where she was berthed the White Star cargo and passenger steamer Cymric was moored. The appearance in dock of two such ocean leviathans presented an imposing spectacle.
Belfast News-Letter, 28 August 1899.
 |
| Oceanic in Canada graving dock. Credit: darrel-betty-hagberg.com |
White Star announced on 29 August 1899 that the public would be invited, by ticket and proceeds going to the Northern, Stanley and Bootle hospitals, to inspect Oceanic lying in Canada Branch Dock on 7 September just prior to her departure for New York. On the 30th, an inspection for journalists, hosted by J. Bruce Ismay, was held aboard. "The visitors were entertained to luncheon in the grand saloon, at which, after the toast of "The Queen" had been loyally honoured, the company have with unbounded, "Success to the Oceanic." (Liverpool Mercury, 31 August).
 |
| Oceanic loading in Canada Dock. Credit: eBay auction photo. |
Oceanic's principal officers on commissioning were Chief Officer J.B. Ramson, R.N.R.; First Officer A.W. Roberts; Second Officer J.H. Ditchburn; Third Officer J.G. Little; Fourth Officer A.W. Barber; Purser T.H. Russell; Surgeon W.F.N. O'Loughlin; Chief Steward J. Bartholomew; Chief Engineer T.W. Sewall; Second Engineer G. Jones; Third Engineer T.W. Ruddle; Fourth Engineer A.D. Varian; Electrical Engineer R.J. Thomas.
 |
| Credit: Liverpool Mercury, 1 September 1899. |
Oceanic's public inspection, lying in Canada Branch Dock, on 31 August 1899, attracted as many as did that in Belfast. The Liverpool Mercury the next day reported:
The ship, as she is now to be seen in the dock, is a marvel of marine architecture, attractive in every line, and internally a perfect wonder of artistic decoration. The thousands who were yesterday privileged to inspect the vessel enthusiastic in their admiration of all the fittings, and there is no doubt that the general expression of approval will be endorsed by the full complement of passengers who will voyage to America on Wednesday next by the latest addition to the world-record of Atlantic liners. In the earlier part of the day, those who paid special fares numbered upwards of 1200; but in the afternoon the Overhead Railway and other means of communication were taxed to the utmost limits to procure conveyance for the 6670 visitors who desired to see the Oceanic. The tour of the vessel comprehended the upper and lower deck arrangements, saloon, and other adjoining accommodation,- and the general scheme for navigating a steamer of such immense proportions.
The general impression was that the latest addition to the White Star fleet will maintain in the fullest degree the reputation of the ocean-going steamers which sail from this port.
 |
| R.M.S. Oceanic in the Mersey. From the official White Star hardbound commemorative book, Bedford Lemere photographer. Credit: Osher Map Library |
Everything is found in the Oceanic that experience, science, and skill can suggest to make her the most perfectly appointed steamship afloat.
Liverpool Daily Post, 6 January 1902.
Much has been said and written as to the enormous dimensions of the Oceanic, which holds the record as being by far the largest ship in the world. The beauty of her lines, however, and the yacht-like construction of her upper decks remove all suggestion of mere hugeness, and it is her symmetry as much as her spaciousness that charms and impresses the spectator.
Belfast News-Letter, 31 August 1899.
But though her size is striking enough, what takes our fancy (says "The Syren') even more is the beautiful model of the new vessel.) Messrs. Harland & Wolff could doubtless build an ugly vessel if they tried--for they are clever people at Queen's Island Yard-but their success in that would doubtless lead, if not to "deaths in the family," at any rate to more Belfast rioting. However, the attempt has never been made, and of the beauties none has surpassed the Oceanic. She is indeed a pretty New Year's gift from those arch-conspirators, the Right Hon. W. J. Pirrie and Mr. T. H. Ismay, to the British Merchant Navy.
Belfast Evening Telegraph, 7 January 1899.
Oceanic of 1899 was the ultimate culmination of the achievements and realisation of long held aspirations of two great men at the end of their notable lives-- Edward Harland and Thomas Ismay-- who conceived and constructed the first truly modern ocean liner, Oceanic of 1873, to which the second Oceanic was a proud successor. What Harland first planned in considerable detail in 1889-90, the 700-ft progenitor of the superliner, was only finally realised shortly after his death and completed just before Ismay's passing.
As such, Oceanic, that "Ship of the Century," which culminated the Victorian Age and anticipated the Edwardian Era would, too, bridge eras and methods in ship construction, design and operation, introducing White Star's radical disavowal of speed records in favour of comfort and consistent passage time while, at the same time, being the last of the classic "long length to beam ratio" designs that Harland helped to invent. That she accomplished all this as well as cutting a dashing figure doing it, makes Oceanic one of the true greats of late 19th century ocean liner and surely in the pantheon of White Star and Belfast-built ships.
 |
| Oceanic, peerless, perfect and complete at Belfast, August 1899. Credit: National Museums NI. |
This noble ship, extraordinary even in an age of craftsmanship and engineering that elevated the art and genius of the British race to its zenith, was unique in being the veritable pet project of Thomas Ismay who embraced every element of her design and construction, down to the smallest detail, aided and abetted by Mrs. Ismay, W.J. Pirrie and Mrs. Pirrie and under a remarkable "cost is no object basis" that produced the finest passenger liner of The Age, whose enduring qualities were fondly recalled even at her loss:
Thomas Ismay, president of the White Star Line, gave orders that money was not to be spared in fitting the ship. No ship since it has had more elegant fittings, the furniture in the great dining room being in solid hand-carved oak, decorated with gold. Two hundred thousand dollars was spent in gilding the salon.
The Buffalo Times, 10 September 1914.
The Oceanic was considered the finest of the White Star liners. She was a more palatial boat than some of the larger and later ships which plied between America and England.
Times-Union, 10 September 1914.
 |
| "By Their Works They Shall Be Known": The men responsible for the construction of Oceanic: Left to right: Gustav Wilhelm Wolff, Walter Henry Wilson, William James Pirrie and Edward Harland. Credit: Mary Evans Picture Library. |
We are robbing no one of due credit for the building of the Oceanic when we say that in the main principles of her construction she embodies as fully as any vessel that ever left the Queen's Island the genius of Sir Edward James Harland. It was he who laid the fortunes of the great firm of Harland & Wolff, and it is by faithful adhesion to the principles and the methods he laid down that Messrs. Harland & Wolff since his death have gone on from triumph to triumph. Mr. Wolff, Mr. Pirrie, Mr. Wilson, and Mr. Carlisle, if the question were put to them, would, we know, each and all acknowledge what we have said. All the same, while the Oceanic is but the latest and greatest monument to the genius of the man who planted the shipbuilding industry on the Lagan, those who have carried on the Queen's Island works since his decease are entitled to the highest admiration and praise for the wonderful manner in which they have maintained and improved upon Sir Edward Harland's successes. As to the manner of these successes, what a wonderful story it tells. Sir Edward himself summed, them up in a single sentence. "It has been accomplished," he wrote, "by energy and hard work."
Belfast News-Letter, 16 January 1899.
 |
| Alexander Carlisle (1854-1926). Credit: wikimedia commons. |
What Edward Harland had planned and specified in back when Teutonic/Majestic had been built, was updated and improved by Harland & Wolff's chief naval architect Alexander Carlisle (1854-1926). In a 40-year career with Harland & Wolff in which he served as chief draughtsman, shipyard manager, general manager and finally as chairman of the board of directors, Carlisle (1854-1926) more than anyone defined the modern Harland & Wolff liner during the c. 1885-1910 period which in many respects represented the heyday of the yard's innovation and output, not just for White Star, Royal Mail, Union Line, Union Castle, Leyland, Atlantic Transport, and foreign flag lines like Holland America and HAPAG. It was Carlisle who conceived the "big ship" as represented by his new Cymric, the last White Star liner built before Oceanic which whilst a "throw back" in terms of her design, would be rendered by Carlisle employing the latest shipbuilding techniques, including hydraulic riveting, that would, if anything, make her a stronger, better constructed ship than even Cymric.
 |
| Showing just what an advance she was in size and presence, Oceanic shares Canada Dock with her ten-year-old fleetmate Majestic which looks like a torpedo boat next to her. Credit: Merseyside Maritime Museum. |
 |
| Credit: Belfast Evening Telegraph, 13 January 1899. |
 |
| Finally measuring up: Oceanic compared with Great Eastern which she finally eclipsed in length if not tonnage. Credit: Scientific American 11 February 1899. |
If nothing else, Oceanic dimension-ally finally rid British shipbuilding of the lingering ghost of Brunel's Great Eastern, long surpassed in commercial success and practical design and capability, if not in sheer bravado and genius, but not in tonnage or dimensions for many years. Indeed, it took White Star and Harland & Wolff to accomplish both at the turn of the century with the 705-ft. (length overall) and 685.7-ft. (length b.p.) Oceanic eclipsing Brunel's leviathan in length by 17 feet and finally, Celtic of 1901 besting her in gross tonnage. At 17,274 gross tons (6,966 nett), Oceanic was, at completion, the world's largest ship and remaining so until exceeded by Celtic. Such was the supremacy of White Star and Belfast shipbuilding at the time, they were merely engaging in a game of one-upmanship with one another.
 |
| "The Oceanic as she would appear if placed in Broadway at Trinity Church." Credit: Scientific American 11 February 1899. |
 |
| "The Oceanic compared with the Broadway buildings at City Hall Park." Credit: Scientific American 11 February 1899. |
Oceanic's size inspired a new take on steamship publicity, the illustrated comparison between her and famous shoreside structures, both world famous, and tailored to the newspaper's hometown readers being it plunked down the middle of Broadway in New York or straddling the length of Donegall Place, Belfast or placed up ended against the Eiffel Tower or the Pulitzer Building in Manhattan. In any setting, Oceanic, no matter how improbable, lived up to the "leviathan" moniker and then some.
.jpg) |
| Credit: The World, 14 September 1899. |
When fully loaded it is calculated she will draw 32 ft. 6 in. of water, and will displace 28,500 tons. If loaded to this depth she would not be able to come up on her dock at New York at low water, for there is then only 30 ft. in the ship channel. At mean high water this is increased to 34 ft. 6 in. which would give 2 ft. between the keel and the bottom.
Marine Engineering, September 1899.
As so often, it proved easier to build ships bigger than the ports they used could accommodate them, creating a constant friction between builders, lines and harbour authorities. In her home port of Liverpool, Oceanic was anticipated by the construction of the capacious Canada Dock, but in certain tidal conditions, there was insufficient water over the sill entrance to the closed dock, obliging Oceanic to load and bunker in the river, as indeed she was compelled to do on her maiden voyage. Her draught and size caused the utmost caution at Queenstown which prudence dictated passing by in high winds or fog.
But it was New York that caused the most concern and fully loaded, Oceanic could not come over the Bar (at Sandy Hook) in anything high tide and depending on her arrival, often compelled to anchor until tidal conditions were optimal. Here, the ship's notable regularity in steaming came handy, to time her arrival with high tides and as the first major Atlantic line with their own dedicated cargo service, White Star could afford to forgo cargo bookings in Oceanic to keep her loaded draught down. In the end, it took the arrival of Olympic in 1911 to compel the dredging of the Ambrose ship channel to end dependence on tides for big ships clearing or entering the Port of New York.
 |
| The long, lovely lines of Oceanic. Credit: wikipedia |
Oceanic was still firmly in the now 15-year-old "10:1" length to beam ratio and in form, little different than Teutonic and Majestic of a decade earlier. Indeed, she was the last Atlantic liner built on the long and narrow principles of Edward Harland, a design that his successor, Alexander Carlisle had already supplanted with "the big ship" concept introduced with HAPAG's Pennsylvania and White Star's own Cymric, completed just before Oceanic.
 |
| The last "long and lean" North Atlantic liner: Oceanic shows off her classic 10:1 proportions docking at New York. Credit: Detroit Publishing Co. photograph, Library of Congress collection. |
Carlisle introduced refinements in the new ship's hull design including greater freeboard, a nod to Teutonic and Majestic's reputation as being rather "wet ships" in head seas which could send spray over their open bridges and bury their bow turtlebacks in green water. So Oceanic emulated more Cymric in her long open forecastle and high freeboard that made for a drier ship. But her general adherence to the "long" principal of another era elicited considerable comment in the maritime engineering press:
Messrs. Harland & Wolff have always been the champions of great ratio of length to beam, and have held to this opinion all through the late revulsion towards 'beamier' boats, which was chiefly supported by Messrs. Thomson's efforts. The Oceanic has a ratio of 10:07 to 1, which is a greater ratio than exists amongst any of the crack liners except the Britannic, which earned for herself the title of as 'regular as a train.' It is evidently to vie with and even eclipse this reputation that the Oceanic has been designed and built for.
The Marine Engineer, 1 February 1899.
 |
| Builders half models of Oceanic (I), Teutonic and Oceanic (II) showing their respective sizes and lines. Credit: National Museums NI. |
In model, the Oceanic is practically a colossal Majestic. Her designer, W. J. Pirrie, of the firm of Harland & Wolff of Belfast, adheres to the model introduced by Sir Edward Harland more than twenty-five years ago; that is little beam, low bilge, and long middle body carried well forward and aft. Apparently, Mr. Pirrie believes in a 'lean horse for a long race.'
New York Herald, 14 September 1899.
 |
| Oceanic builder's model. Credit: Mariners' Museum. |
The comparatively small beam, low bilge, and long middle body carried well fore and aft, were elements of design introduced by the late Sir Edward Harland over 25 years ago, and still adhered to by Mr. W.J. Pirrie, who is the present managing director of the firm. That the form is good for speed has been proved by many years of experience, and that is conduces to a safe ship is equally sure, although, perhaps, there is no refer to the latter feature in the present day when the echoes of the outcry that greeted the narrow vessels of the Bibby line have completely died away.
To judge by the appearance of the ship as she lies on the slip, she carries approximation to the full width for at least half the length of the vessel, and for an unusually long length of the middle body of the midship section is a little reduced. The rise of the floor amidships is about 2 ft. and the tumble home is about 1 ft.. On the deck line the ship has a good bold sheer which will give her, when afloat, the graceful appearance characteristic of the White Star ships. There is, of course, a straight stem, the overhang being only about 2 ft. 6 in. measured from the water-line, whilst the usual elliptical stern is adhered to.
There are no turtle-back decks forward and aft, the ship being so high at the ends as to not need them, the extra room gained by the ordinary deck being of value, especially forward. The White Star turtlebacks were, indeed, originally a concession to those who considered these long narrow ships dangerous. It was forgotten, or perhaps never recognised, that though the vessels were long for their breadth, the long middle body and bold lifting bow made then far safer and even drier in a sea than other ships with a larger proportionate beam, and the finer ends which often result in what sailors very appropriately call 'a cowardly bow.
In the matter of resistance there is also a word that may be said. We have no doubt that for a given displacement, the models of the White Star steamers might be increased in width and fined at the ends, with the result that higher speed would be attained on a given power. Tank experiments have pointed to this result, and designers, relying on tank experiments, have accordingly gone on these lines. It must be remembered, however, that tank experiments are made in smooth water, whilst the motion of the waves introduces quite a new set of conditions. The White Star steamers are notoriously good timekeepers in stormy weather, so it would seem that as the comparatively long ships, even with shorter entrance and delivery, is better to drive through rough seas than the wider and finer ship, although the reverse may be true of smooth water performance.
Engineering, 13 January 1899.
 |
| Oceanic, the magnificent! Credit: Mary Evans Prints. |
Much has been said and written as to the enormous dimensions of the Oceanic, which holds the record as being by far the largest ship in the world. The beauty of her lines, however, and the yacht-like construction of her upper decks remove all suggestion of mere hugeness, and it is her symmetry as much as her spaciousness that charms and impresses the spectator.
Belfast News-Letter, 31 August 1899.
 |
| Oceanic shows off her lovely quartering stern lines on departure from New York in 1905. Credit: shipsnostalgia.com threebs. |
The handsome sheer also shows up well how the vessel is complete in her upper structures, and the absence of turtle-back decks at the ends, a feature which distinguished former White Star ships, certainly adds to the appearance of the vessel.
Engineering, 1 September 1899.
Her hull had a beautiful sweeping sheer and good lines, and her three masts, and two slightly oval funnels were so well proportioned that she never looked her size.
J.H. Isherwood, Sea Breezes, September 1950.
 |
| Oceanic in profile by Laurence Dunn, Credit: antiquemapsandprints. |
If her dimensions impressed, it was her grace of line and proportions that not only mitigated any sense of bulk, but was most appreciated. Oceanic was a splendid looking vessel at once magnificent and graceful even if her tremendous funnels robbed her of Teutonic's greyhound purposefulness.
The funnels of the Oceanic are elliptical, and viewed bow on will appear less cumbersome than do those of Lucania. An idea of their size is formed when it is know that two trolley cars abreast could pass through one of them.
New York Times, 10 September 1899.
Doubtless her most dominating feature were her remarkable funnels,measuring 19 ft. x 15 ft. in diameter, 140 ft. in height from the keel, 125 feet from the fire bars and a full 65 ft. above her Boat Deck and rivalled in height only by Cunard's Campania/Lucania, but being slightly oval in section and beautifully raked nicely avoided the "Battersea Power Station" profile of the Cunarders.
 |
| The completed Oceanic at Belfast. Credit: picaryl.com |
Oceanic, too, was immensely stronger in construction compared to her older fleetmates and indeed her Cunard and German contemporaries. Much of this was specification but only realised through the novel means of constuction employed, namely the hydraulic rivetting and use of the huge gantry. The Upper Deck was the strength deck with double straked at the turn of the bilge and the sheer strake and impressively rivetted that even visually imparted strength while the Promenade and Boat Decks were lightly constructed so her tophamper was less even allowing for those tremendous funnels. Seven of her decks were fully plated and five extended the length of the vessel. The hull, built of plating 1-1.4-inch thick, was divided by 13 bulkheads spaced 49-ft. Apart and like Teutonic/Majestic, the engine room was divided by a 97-ft. long longitudinal bulkheads and a full double bottom was fitted, all features that also reflected Admiralty requirements for Oceanic's potential, like her elder fleetmates, as an armed merchant cruiser.
 |
| Shell plating diagram showing doubling locations. Credit: Engineering. |
The weight of hull, however, of the Oceanic, which was about 11,000 tons on the stocks, with only the propeller shafts and propellers on board, is quite exceptional for her size, and considerably exceeds that of the Great Eastern, which was reputed as only about 8,000 tons. This special weight of the Oceanic is due to exceptional features for rigidity in her hull. All her seven decks are steel plated throughout, and in which we don't transverse strength to her as a girder, for although the orlop deck only extends over the forward part of the vessel and the boat deck does not run the whole length of the ship, but only over the middle portion, the other five decks extend throughout the length of the ship. The upper deck stringers and the bilge plates are double, with two long bilge keels 18 in. deep, the whole bottom is cellular, and extends right up into the fore and after peaks, and the keel design is unusually strong and weighty.
The Marine Engineer, 1 February 1899.
 |
| Oceanic's trademark double plating of her Upper Deck with its remarkable number of oversized rivets. Credit: National Museums NI. |
The Oceanic has absorbed about 17,000 shell plates, of which those in her midships have been upwards of 28 ft. long each. Some of them contain no less than 900 rivet holes each, whilst it is said no less than 1,700,000 rivets have altogether been used in her construction. Exceptionally large rivets have been used and these could never have been closed by hand power. The great gantry, whose construction took up so much of the twenty-three months that the Oceanic has been on the stocks, has enabled the largest plates to be easily and quickly swung into position and has brought the use of mechanical rivetters into the most inaccessible parts of the structure.
The Marine Engineer, 1 January 1899.
 |
| Hull cross section at midships. Credit: Engineering. |
The hull contains 17,000 steel plates of an average of 28 ft. in length, 4 ft. 6 in. in width, and from 1 in. to 1 3-8 in. in thickness, each weighing anywhere from two tons to three and a half tons . There were used in her construction about 1,700,000 steel rivets, some of which were 7 in. long and 1 3-8 in. thick. The frames are of channel steel, 9 in. deep with 4 1-2 in. flanges. She has a cellular double bottom the entire length about 5 ft. deep , increased to 7 ft. under the engine seatings. There are five steel decks, and in addition the usual promenade and boat decks The hull contains thirteen ' thwartship watertight bulk-heads, and one longitudinal bulkhead 97 ft. long separating the starboard from the port engine room. An outside bar keel 18 1-2 in wide and 3 1-2 in. thick laid flatwise is rivetted through to the inside plate keel, which is 4 ft. 6 in. wide and 1 3-8 in. thick, laid in plates 30 ft.-long. In common with modern practice the Oceanic is fitted with bilge keels for a length of 250 ft . on the sides, each keel being 18 in. deep.
Marine Engineering, September 1899.
 |
| Rudder post and screw shaft castings. Credit: Marine Engineer. |
The rudder fitted to this vessel; is also of a new design, consisting, as it does, of four steel castings and one steel forging. It may be described as a solid-plate rudder, each part being cast with flanges for bolting the whole together. The top section, which is the forging, is formed in one with the rudder stock and the total weight of the rudder is 53 tons. The stern-frame is in one steel casting, the stern-post and the part which forms the screw aperture being in one. The weight of this is 32 tons, the weight of the after pair of boss arms is about 42 tons, and that of the forward pair about 23 tons. The total weight of the stern-post, boss arms, and the rudder, is over 150 tons. The stem of the stern-frame consists of a 4 ft steel casting and a massive steel stem bar, whilst the hawse pipes each consist of one solid steel casting, and weigh 7 tons each.
The Marine Engineer, 1 February 1899.
 |
| Oceanic's screws and rudder on the slipway just before launching, 14 January 1899. Credit: National Museums NI. |
One major difference between Oceanic and Teutonic/Majestic was that her twin screws (22 ft. 2½ in. dia.) and three-bladed bronze bolted-on to steel bosses as was the custom then) were not offset from one another but owing to the very narrow stern, so close together (9 inches to a foot apart at the tips of the blades!) as to need a cutaway in deadwood as did the older ships.
Whereas Teutonic/Majestic they did not suffer from undue vibration at speed, Oceanic apparently did, indicating the offset screw placement was perhaps worth retaining. Indeed, Oceanic shook enough over speeds of 20 knots, that it was found necessary to keep her at 19.75 knots when possible and her total potential horsepower of 28,000 was never really used in normal steaming and rarely was 20,000 exceeded. So she proved more suited White Star's new policy of regular consistent steaming than even her designers had perhaps intended! Oceanic's ordinary service speed was 19.5 knots and although White Star never published trial results, Bruce Ismay said she touched 23 knots on hers.
Denis Griffiths' superb book, Power of the Great Liners, assesses Oceanic's machinery:
It has been suggested that vibration limited the maximum speed, but that is not difficult to prove or disprove… lack of speed was more than made up for by the exceptional standard of her cabins and public rooms.
Designed power of 28,000 ihp was rather conservative, considering the dimensions and the steam pressure of 192 psi. That underrating did allow a reserve of power to make up for any delays, thus giving Oceanic an enviable record for time keeping.
Engines were balanced on the Yarrow-Schick-Tweedy system and if that was accurate any vibration, if it existed, could have been due to the hull design which caused resonance at certain high speeds. Claiming that vibration restricted maximum speed presupposes a desire to operate at high speed. Oceanic had been intended to run with a fast sister ship, but that plan was abandoned shortly after launch. Her running mates were the 19.5-knot Teutonic and Majestic, so it was only necessary to match their speeds.
With machinery well under construction at launch there would be no economic justification for starting again, so the original engines were fitted and run at below maximum rating. Reserve power could always be useful on the Atlantic.
 |
| Oceanic engine room top of cylinders. Credit: Oceanic brochure, Bedford Lemere photograph. |
 |
| Engine room cylinder head catwalk showing longitudinal bulkhead between the two main engines. Credit: National Museums NI. |
 |
| Engine top skylight. Credit: National Museums NI. |
The machinery of Oceanic was impressive but largely conventional. Her twin screws were powered by two sets of three-stage compound four-crank reciprocating engines of the ordinary inverted type. The cylinders of each comprising one high-pressure 47½ in dia.; one intermediate 79 in. dia.; and two low-pressure 93 in. each, the stroke being 72 in.. The high-pressure and intermediate-pressure engines had piston valves, an the low pressure ones had double-ported ones. Each engine had two cylindrical condensers, with an air pump to each worked off the low-pressure cylinders by side levers. The 25-in. crankshafts were made of Whitworth compressed steel, and built up in four separate pieces. Each engine had two separate thrust-blocks. The tunnel shafting was 23¾ in. in diameterand made of hollow steel as was the propeller shafting but 25½-in dia. The propellers were composed of gun-metal bosses to which were bolted-on three 22 ft. 3 in. maganese bronze blades.
Steam was generated at 192 psi by 15 boilers of the return-type (12 double and theee single-ended), and with opposite pairs of furnaces delivering into a common combustion chambers, and varying in size to suit their situation in the ship, some with four and some with three furnaces, the largest being 16 ft. 6 in. in diameter. Altogether the boiler installation weighed some 1,000 tons and there were 100 furnaces. Differing considerably from Teutonic and Majestic, the firerooms were not closed or under forced draught which had caused inferno-like conditions of 140 degs. in their boiler rooms. Instead, Oceanic's stokeholds were fitted with large fans to provide what was called "assisted draught" and why taller funnels were required to provide greater natural draught to the furnaces.
Under normal steaming conditions, Oceanic burned 380-400 tons of coal a day, the amount often dependent on the skill and experience of her stokers more than anything else, and some 7,000-8,000 tons of coal was consumed on a round voyage from Liverpool to New York. Compliant with her Admiralty dictated requirements, she had considerably more steaming range:
The Oceanic has bunker capacity for 3,700 tons of coal, and if needed she could steam 23.400 miles, or around the world at 12 knots speed without recoaling. This is a point on which much emphasis was laid across the water when she was under construction. She is built to conform to the British Admiralty regulations for auxiliary cruisers, and in time of war she could be used to great advantage as a transport , steaming long distances without stoppage and carrying a great number of troops .
Marine Engineering, September 1899.
 |
| Superb renderings of R.M.S. Oceanic full hull and waterline showing her lovely lines. Shame about the Red Ensign, though-- White Star liners proudly flew Blue Ensigns of course! Credit: Deviantart.com |
R.M.S. OCEANIC
General Arrangement Plans as built, 1899.
credit: Merseyside Maritime Museum via Facebook
(LEFT CLICK on image to view full size scan)
 |
| Boat Deck. |
 |
| Promenade Deck. |
 |
| Upper Deck. |
 |
| Saloon Deck. |
 |
| Lower Deck. |
R.M.S. OCEANIC
General Arrangement Plans, after 1914 refit.
credit: Reddit, OceanLinerArchitect group
(LEFT CLICK on image to view full size scan)
 |
| Bridge. |
 |
| Boat Deck main superstructure. |
 |
| Boat Deck, aft superstructure. |
 |
| Promenade Deck. |
 |
| Promenade Deck, main superstructure. |
 |
| Promenade Deck, amidships. |
 |
| Promenade Deck, aft. |
 |
| Promenade Deck, forward. |
 |
| Promenade Deck, aft deckhouse. |
 |
| Promenade Deck, poop |
 |
| Upper Deck. |
 |
| Upper Deck, main superstructure. |
 |
| Upper Deck, aft. |
 |
| Upper Deck, forecastle |
 |
| Upper Deck, poop deck house. |
 |
| Saloon Deck. |
 |
| Saloon Deck, forward. |
 |
| Saloon Deck, aft. |
 |
| Main Deck. |
 |
| Main Deck forward. |
 |
| Main Deck, aft. |
 |
| Orlop Deck. |
Oceanic had seven decks in all: Boat Deck, Promenade Deck, Upper Deck, Saloon Deck, Main Deck, Orlop Deck and Lower Orlop Deck with three hull decks running fore to aft. In general layout, she was similar to Teutonic/Majestic in her passenger accommodation layout and indeed most liners of her day, siting First Class amidships on the uppermost five decks, Second Class aft and Third Class fore (single men in open berths, married couples aft in cabins and single women right aft in open berths.
 |
| Navigating Bridge. Credit: Bedford Lemere photo, Osher Map Library. |
 |
| Captain's day cabin. Credit: Bedford Lemere photo, Osher Map Library. |
 |
| Oceanic's Boat Deck and aft funnel. Credit: National Museums NI. |
Boat Deck had the captain's accommodation (just under the wheelhouse and bridge, Oceanic having an enclosed wheelhouse and windowed bridge unlike Teutonic/Majestic), the domes to the First Class music room and library, deck officers quarters, skylights to the First Class smoking room and the engine room skylights and, of course, her main lifesaving equipment comprising six boats on each side at radial davits, two decked boats aft and another two each side of the aft Boat Deck house and four decked boats, giving a total of 16 boats at davits plus six more decked boats for a total of 22 lifeboats. Unless the boats were swung out at sea, which they were in fair weather, there was no open promenade space on this deck.
 |
| Aft Promenade Deck. Credit: National Museums NI. |
 |
| Forward Promenade Deck and forecastle. Credit: National Museums NI. |
 |
| Aft deckhouse Promenade Deck. Credit: National Museums NI. |
 |
| Starboard Promenade Deck near library. Credit: National Museums NI. |
 |
| Portside Promenade Deck aft. Credit: National Museums NI. |
A feature that strikes one at first on coming on board this vessel is the long, wide, and unobstructed walks on the port and starboardside afforded by the promenade deck. Of course the exceptional size of the ship gives facilities for this, but it is a feature too often neglected by designers of passenger vessels. In fine weather, and often bad weather, too, the promenade deck is where the passenger spends most time in between means, and when one is cooped up in a ship on an ocean voyage it is a great blessing if the promenade deck is not a misnomer.
Engineering, 1 September 1899.
Promenade Deck had 14 superior First Class staterooms forward (lettered A-Q), the First Class entrance and top of the grand staircase, arranged with settees at the sides, the First Class library (built around the glass topped skylight to the dining saloon below, as in Teutonic/Majestic). Aft of the second boiler casing were eight additional super First Class staterooms (lettered R-Z) and the whole flanked by a wide covered promenade deck extending some 330 ft. on either side. In its own deckhouse was the Second Class Promenade Deck aft with the library (forward) and smoking room (aft), surround by covered promenade space.
First Class main staircase
 |
| Entrance foyer. Credit: National Museums NI. |
 |
| Decorative cherubs and wood carvings framing a door in the First Class entrance. Credit: National Museums NI. |
 |
| Main staircase Upper Deck. Credit: National Museums NI. |
 |
| Top of main staircase leading to doors to library. Credit: National Museums NI. |
 |
| Staircase leading to library. Credit: Bedford Lemere photo, National Museums NI. |
 |
| Promenade Deck stair landing and foyer. Credit: Bedford Lemere photo, Osher Map Library. |
 |
| Promenade Deck foyer. Credit: National Museums NI. |
Upper Deck had, in the forecastle, the washrooms and toilets for Third Class single men on the starboard side and carpenters quarters/store portside with enclosed sitting area and accommodation for ships boys and two third class cabins in the foremast house. The main superstructure had 20 First Class cabins, all outside with windows, save two inside ones, the purser's office and foyer/staircase, and amidships another 11 First Class outside cabins with baths/toilets inboard, barbers shop (portside) and firemen's washrooms. Aft was the large First Class smoking room and further aft was the engineers' accommodation and mess. Again in its own deckhouse aft was the best Second Class accommodation (20 cabins, 11 of which were outside) and the Third Class smoking room on the portside. The poop deck house had the hospital (starboard), stewards' washrooms and Third Class galley.
 |
| First Class galley. Credit: Bedford Lumere photo, Osher Map Library. |
Saloon Deck, continuous from bow to stern, had crew quarters right forward, open Third Class berths (for single men) and the main First Class cabin accommodation (70 cabins, 32 outside). Amidships was the First Class dining saloon sitting 298 with another accommodation block (First Class) on the starboardside and galley space to port. The Second Class dining saloon was aft of the galley, with Second Class cabins aft of that (approximately 50 cabins of which 22 were outside) and right aft, Second Class baths and lavatories and five smaller open berth compartments for single women.
Main Deck, continuous from bow to stern, had berthing for 60 stewards right forward, two large open compartments Third Class single men, a final block of First Class cabins port (24) and starboard (23), half being outside and a block 10 inside ones inboard, firemen's and stewards accommodation and messing amidships. Aft of the engine room casing was a block of 40 two-berth Third Class cabins for married couple and further aft three large open berth compartments for single women.
She will carry 410 First Class passengers, 300 second and 1,000 steerage; or inclusive of the crew, about 2,100 persons in all. Rather many eggs in one basket; but immunity from disaster is the distinguishing feature of our large mail and passenger ships.
The Nautical Magazine, 1899.
As originally built, Oceanic accommodated 410 First (211 cabins), 300 Second (64 cabins)and 1,000 Third Class passengers.
1914 refit/rebuilding
Oceanic underwent a substantial refit and rebuilding in early 1914, carried out by the Harland & Wolff establishment in Southampton.
Principal work entailed rebuilding the First Class library into two rooms: a library (retaining essentially the after portion of the room) and creating a separate lounge forward by means of decking over the central skylight "table" in the middle of the room to substantially increase its size, although robbing the dining saloon of natural light overhead. Sadly, no photos seem to have survived to show this new space which retained the original side panelling, decorate ceiling and skylight dome overhead.
The Olympic class of 1911 had materially improved Third Class accommodation by replacing old-fashioned "open berth" or dormitories with basic multi-berth rudimentary but private cabins for all, as well as provide separate dining rooms rather than the communal benches and tables adjacent to open berthing. Opportunity was taken to largely accomplish this in Oceanic:
Saloon Deck aft: a new 179-seat dining room with adjoining pantry.
Saloon Deck forward: open berths replaced with 31 new 2-4 berth cabins.
Main Deck forward: one open-berth dormitory for single men with 140-berths, a new 135-seat enclosed dining room to portside and 11 new 2-4 berth cabins to starboard.
Main Deck aft: aft of the original block of cabins for married couple was an entirely new block of private cabins with 2-4 berths extending right aft in three sections: 30, 28 and 31 cabins respectively.
Altogether the universal opinion of the visitors yesterday to the Oceanic was that vessel is as much a credit to the designers of the decorations as to the builders.
New York Times, 19 September 1899.
The opportunity thus afforded for arranging passenger accommodation, spacious and airy, and exceptionally comfortable, has been availed of to the fullest extent, and the eminent architect, Mr. R. Norman Shaw, R.A., to whom the principal decorations were entrusted, has succeeded in marking a step forward in ship decoration as decided as is the ship herself from a mechanical point of view, while the execution of the work by Messrs. Geo.Trollope and Sons, and by Messrs. Aldam, Heaton, and Co. is in all respects excellent.
Liverpool Mercury, 31 August 1899.
Impressive in line, powerful in machinery and staunch in build, Oceanic also impressed in her interior appointments and architecture and surely ranks as the most handsome and cohesively decorated of all White Star liners and rivalled only by Rotterdam, Lapland and Belgenland in these qualities among Belfast-built ships.
 |
| Richard Norman Shaw. Credit: National Portrait Gallery. |
The interior decoration of Oceanic was largely done to the designs and supervision of the renowned British architect Richard Norman Shaw (1831-1912), famous for designing Scotland Yard (1890) in London. Indeed, this was one of the first ships whose interiors were designed by a professional architect. Shaw was no stranger to White Star or the Ismays and was personally commissioned by them after disappointment with the initial designs for the ship:
On 24 July [1897] Mr. and Mrs. Ismay went over to Belfast to see the interior decorations for the first of the proposed new ships' although they liked the library and some of the decorations they were not entirely satisfied, so T.H. Ismay decided to call in Trollope & Company, and also enlist the advice of Mr. Norman Shaw. Mr. Shaw had designed, and was busy superintending the building of the new White Star offices, 30 James Street, Liverpool.
The Ismay Line.
First Class library
 |
| Library. Credit: National Museums NI. |
 |
| Library showing ceiling decorations and bookcases. Credit: Bedford Lemere photo, Osher Map Library. |
 |
| Library ceiling decoration. Credit: National Museums NI. |
 |
| Library skylight dome and ground glass covered skylight table. Credit: National Museums NI. |
 |
| Library centre section. Credit: National Museums NI. |
 |
| Library side seating. Credit: National Museums NI. |
 |
| Library alcove. Credit: National Museums NI. |
 |
| Library corner showing carved woodwork. Credit: National Museums NI. |
To begin with, the Library, which, situated on the promenade deck, is 53 feet long by 40 feet wide. A stunning apartment is this. Entering by lofty folding doors of mahogany, the visitor finds himself in a bay or recess -- one of seven grouped around the Library -- the other six forming cozy corners adapted for reading and conversation; at the further end the room is bounded by a graceful curve or alcove, in which the bookcases form the central feature.
Then the octagonal skylight, with its graceful arches rising to a height of over 12 feet from the floor; and the treatment of the ceiling in broad panels, with scroll ornaments in low relief, gilt upon a white ground; and the dainty decoration of the sliding shutters of the ports -- all these, whilst charming in themselves, are a delightful contrast to the dark mahogany of the tables, bookcases, chairs and seats. Small wonder that the Library on the Oceanic is a favorite resort.
1907 White Star brochure
The writing room is another beautiful apartment. The contrast between the light oak panels of the walls and the green furniture is marked enough to be pleasing, and the background of the walls is relieved by some excellent reproductions of old French clocks, candelabra, and other objects.
New York Times, 19 September 1899.
The saloon being necessarily designed more especially for a useful purpose, artistic arrangement has to be, to some extent, sacrificed to space considerations, so that all many dine-- the important business of an ocean voyage. In the library, however, the artistic decorator has full scope, and in the case of Oceanic full advantage has been taken of the opportunity. Being situated on the promenade deck, a better chance is given for a light and spacious room. The dome of the saloon extends about 3 ft. Up into the library, and this has been utilised to divide the floor space, lounge seats being arranged round the dome. The length of the library is 53 ft. and the width 40 ft.. The general design is pleasing in the extreme. The sides are not of the orthodox straight line, but are broken up into lengths by the formation of recesses. The side opposite the entrance is formed into a curved bookcase, which is flanked on each side by square alcoves, thus giving a view beyond which forms so charming a feature in any room, but is seldom seen on shipboard, where walls are mostly of the flat or bulkhead order. The upholstering is of that most charming order known as 'Louis XV'. There is an octagonal skylight rising 12 ft. from the deck The whole of the walls, the main beams of the ceiling, and the stanchions are ornamented by oak carving, the details not being repeated in stereotyped fashion, but each part presenting an original conception of the artist. The windows are not of the usual circular form, and are very beautifully framed; these look out on the long promenade deck. Altogether, this library, which also serves the purpose of a drawing-room, is an exceedingly beautiful apartments, and is the choicest feature in the ship.
Engineering, 1 September 1899.
First Class smoking room
 |
| First Class smoking room. Credit: National Museums NI. |
 |
| First Class smoking room centre and dome. Credit: National Museums NI. |
 |
| First Class smoking room: skylight. Credit: National Museums NI. |
 |
| First Class smoking room dome. National Museums NI. |
 |
| First Class smoking room mural showing Columbus' landing. Credit: National Museums NI. |
 |
| First Class smoking room, Columbus murals. Credit: National Museums NI. |
 |
| First Class Smoking Room corner. Credit: National Museums NI. |
 |
| First Class smoking room door. Credit: National Museums NI. |
The Smoking Room is entered through a very handsome doorway and is surmounted by two large domes, the tops of which are wagon-shaped, with a provision to allow the escape of overheated air.
The ceiling of this room is formed of delicately carved and molded ribs, with the members enriched with gold, and the general effect has been greatly assisted by the introduction of a series of oil paintings representing scenes in the life of Columbus. Seats are arranged in a series of bays all around the room, with large settees in the center.
1907 White Star brochure.
The smoking-room, to which entrance is gained through a doorway fitted with a pair of charmingly-decorated swing doors, is surmounted by two large domes, the lower parts of which hare rich -carved foliaged panels, and the panels above are separated with ornamental pilasters, with carved caps supporting a moulded and carved cornice. The panels between the pilasters are filled in with monochrome paintings, representing a Bacchanalian Procession, the idea of which is taken from Dryden's Alexander's Feast.' The figures are in outline, and the general effect is both graceful and elegant, and full of spirited animation. The tops of the domes are waggon-shaped and set out in triangular panels, filled in with leaded and painted glass in delicate shades of yellow. Below the top the domes curve inwards, and are filled in with tracery panels, and ornamented with leaded and painted glass in rich shades, representing studies of birds of various kinds, each panel forming a separate study.
In the ceiling and in the decorations of every part of the room the same excellent taste is displayed, and the carved mahogany frieze which runs all round the room is ornamented with classic figures supporting panels representing sea nymphs in graceful attitudes, and has a fine background of gold. with the reliefs in pale shades of cream, delicately shaded. The walls are covered with embossed leather, with the design in high relief in lacquered metal, and with the flat surfaces decorated in delicate shades of colour.
The general effect of the room has been greatly assisted by the introduction of a series of oil paintings representing scenes in the life of Columbus, the basis of the works having been taken from the Columbian stamps. The large triptych picture on the door side of the room represents in the centre panel 'The Fleet of Columbus,' and the small panels at either end 'Columbus in Sight of Land' and 'Columbus on Board the Nina in the Tagus' while the two large pictures on the opposite wall are The Reception of Columbus by Ferdinand and Isabella" and 'The Landing of Columbus.' They are all in mahogany frames, richly carved, and with pediments reaching to the ceiling ribs.
The design of the floor covering of the room is Roman in origin, and it is worked out in three colours-two shades of red and gray. Like the floor covering of many of the other rooms, it is made of rubber of Harland & Gray's patent.
Belfast News-Letter, 21 August 1899.
The remaining living room is the smoking-saloon, which is on the upper deck. It is a spacious apartment, handsomely decorated, but so attractive as the library, which will be chiefly the ladies' room, and, therefore is appropriately more pleasing in appearance and scheme of decoration. The smoking-room has two wagon-shaped domes, the lower parts of which are rightly carved. There are monochrome paintings which represent a bacchanalian procession. The ceiling is formed by carved and moulded ribs with metal work on the flat surfaces. There is a carved mahogany frieze round the room, and the walls are covered with embossed leather. There is a series of oil paintings of scenes from the life of Columbus on the basis of the American Columbian stamps. The general plan of the seating is a number of bays all round the room, the seats being covered with morocco leather.
Engineering, 1 September 1899.
A still more striking room is the smoking room where walls are stretched with leather, of which the greenish-gold embossed designs stand out in high relief from a white background. The settees are upholstered with stamped brown morocco, and the tables are of Verona marble. The windows are painted with nautical figures in delicate tints , and are framed between carved mahogany columns and pediments . The kind light of day looks in through a rectangular skylight, whose sides are ornamented with paintings in monotone, on white. Several oil paintings, representing scenes from the life of Columbus, adorn the walls. The ceilings of both saloon and smoking room are white enamel with gold relief work .
Colliers, 30 September 1899.
But it is in the smoking room that the finest work is to be seen. Four paintings by E. Ingram Taylor are surrounded by frames in the old Dutch style, while in the corners of the room are single figures in dark wood which are as boldly yet delicately carved as anything to be seen in the Cluny Museum. The windows of this room are of stained glass in light colors, with pleasing designs of mermaids, while the glass in the dome represents various species of birds. Even the door-handles and plates are beautifully designed and executed in ormolu.
New York Times, 19 September 1899.
First Class dining saloon.
 |
| First Class dining room. Credit: Bedford Lemere photo, Osher Map Library. |
 |
| First Class dining room, Credit: Bedford Lemere photo, Osher Map Library. |
 |
| First Class dining room. Credit: National Museums NI. |
 |
| First Class dining saloon, stair entrance. Credit:Credit: National Museums NI. |
 |
| First Class dining saloon corner. Credit: National Museums NI. |
 |
| First Class dining saloon piano. Credit: National Museums NI. |
 |
| First Class dining saloon, organ. Credit National Museums NI. |
 |
| First Class dining saloon dome. Credit: National Museum NI. |
 |
| First Class dining saloon dome. Credit: National Museum NI. |
 |
| First Class dining saloon dome. Credit: National Museum NI. |
 |
| Dining Saloon dome painting "America" by Clayton & Bell. Credit: Bedford Lemere collection, Historic England Archive. |
 |
| Dining Saloon dome painting "Great Britain" by Clayton & Bell. Credit: Bedford Lemere collection, Historic England Archive. |
 |
| Dining Saloon dome painting "Liverpool" by Clayton & Bell. Credit: Bedford Lemere collection, Historic England Archive. |
 |
| Dining Saloon dome painting "New York" by Clayton & Bell. Credit: Bedford Lemere collection, Historic England Archive. |
 |
| Corner of dining saloon dome painting "America" by Clayton & Bell. Credit: Bedford Lemere collection, Historic England Archive. |
 |
| Corner of dining saloon dome painting "America" by Clayton & Bell. Credit: Bedford Lemere collection, Historic England Archive. |
The Dining Saloon, which has a length of 80 feet by 64 feet, and will seat 358 persons, possesses in the admirably painted decorations of its dome perhaps the most notable artistic feature in the ship. Nor must the ceiling paneled out in deep coffers, with richly gilt cored moldings in them, pass unnoticed; nor yet again the handsome screen of carved oak, with its panels of glass defended by rows of beautiful candelabra-shaped columns.
The carpets, Khiva pattern, are woven from old examples, and the electric lighting is entirely from above, i.e., from the ceiling panels and from the ribs of the dome.
1907 White Star brochure.
The main saloon the 80 ft. long by 64 ft. and is arranged to seat 350 persons. In the centre is a raised trunk, 21 ft. square, extending through the upper deck above, and, in form of a glass dome, partly through the promenade dec. The sides of the raised structure are decorated in a most lavish manner. The summit is divided by gilt ribs, the spaces between being filled with ground glass. This top part takes the form of a shallow dome, which surmounts the square trunk occupying the space between the decks above the saloon deck. The sides of this square are decorated by allegorical female figures representing, respectively, Great Britain, America, New York, and Liverpool.
The remaining decoration is of a rich and pleasing character, but no art is able to get over the disproportion of these big saloons necessarily low pitched below decks, although the raised central part aids largely in giving light. These sides of the saloon are of gilt oak, the grain showing through. The side lights or windows of ground glass, and are about 2 ft. 6 in. in diameter. Naturally the ground glass cuts off a good deal of light, and it does not improve the appearance of the room, giving it a somewhat dull aspect. This, however, is redeemed to some extent by the rich Genoa velvet of the seats, whilst the heavy carved and gilt mouldings are exceedingly rich. Across one end is a clear glass screen which separates the saloon from the staircase. This screen has in front of it a row of polished brass columns, which are very handsome in design and give a most pleasing effect. The staircase leading to the saloon is of oak, and is beautifully carved in conformity with the same general design of the interior decoration. The panels are of scarlet and gold, a bright and cheerful contrast.
Engineering, 1 September 1899.
The grand saloon, which is undoubtedly the most magnificent room in the ship, and which must be seen to be properly appreciated. A detailed description could not be given here. All that one can say is that in beauty of design and in excellence of workmanship it leaves nothing to be desired. One would like to have spent an hour in examining the splendid saloon in detail, but that would have caused a "block" the ceaseless stream of visitors, and all that could be done was to take a comprehensive view of the luxuriously fitted apartment, and hope some day to have the opportunity of renewing acquaintance with it. A striking feature of the room is 1 be splendid dome which not only makes the lighting of the saloon most satisfactory, but also imparts additional elegance and grandeur to it.
The dome is elaborately ornamented with designs appropriately representing England and America, the two countries which the Oceanic will help to link together, and Liverpool and New York, the two famous ports between which she will sail. Around the dome are the mottoes- Nemo mortalium omnibus horis sapit, Tempora mutantur nos et mnutamur in illis, Malum consilium est quod mutari non potest and Jus summum. suepe summa militia est. 'The designing and decoration of the dome must have entailed enormous expense, and money has certainly not, been spared in any part of the saloon. Everything possible has been done to make the splendid apartment worthy of the Oceanic, and it is the highest praise to say that the endeavour has been crowned with success.
The walls are charmingly decorated, and in the smallest matters exquisite taste is shown--which is, after all, the surest proof of refinement. The furniture is of the best possible quality, and is exceedingly handsome, and the splendid pianoforte, which occupies an appropriate position shows that the charms of music have not been overlooked by those responsible for the equipment of the Oceanic.
Belfast News-Letter, 21 August 1899.
The Oceanic, if her cabins are more commodious [than Campania/Lucania], on the other hand cannot accommodate so many at table, nor has she the agreeable luxury of a music-room. Yet the dining- saloon of the Oceanic is a gorgeous apartment. It is 80 feet long by 64 broad. The walls present a surface of solid gold, for the whole of the oak panellings with which they are covered, as well as the massive and handsome fruit moldings round the portholes, are gilded. This gilding does not, however, conceal the grain of the wood. Light penetrates into this room through a glass dome, the walls of which are richly decorated with symbolical paintings and mottoes, on a back-ground of gold. The furniture in the saloon is mahogany and red velvet, table-covers are blue, and the crockery and cutlery are of the greatest completeness and elegance; and even the elaborate and luscious menu is printed on an ornate and tasteful cards.
Colliers, 30 September 1899.
The one feature of the vessel about which little has been written since her arrival here, the artistic and elaborate nature of the decorations of the cabin passengers' quarters, was also much commented upon. There has been no attempt in the case of the Oceanic, as in some of the recent German and Cunard Line ships, to secure greater height in the saloon and smoking room than in the other White Star liners. But the utmost ingenuity has been employed in the adapting the schemes of decoration to the low ceilinged rooms, with most happy results. In the main saloon bright color has been confined entirely to the great central skylight dome, which is decorated with polychrome allegorical paintings on a gold background in the style introduced by William Morris. The colors of these are almost as bright as in an old illuminated manuscript, and the effect, in contrast with the low tones of the rest of the saloon, is most pleasing.
Without question the most remarkable feature of the decorations is the wood carving. This is of a quality seldom produced in modern times, and is equal in parts to the work of Grinling Gibbons and the famous old Flemish carvings. That in the saloon is gilded, the most elaborate work framing the portholes. There is also a fine panel over what seems at first a fireplace, but is really an alcove for a small organ. The companionway to the saloon is paneled in carved oak in its natural colors, and this is also richly carved.
New York Times, 19 September 1899.
First Class staterooms.
 |
| First Class stateroom. Credit: National Museums NI. |
 |
| First Class stateroom. Credit: National Museums NI. |
 |
| First Class stateroom. Credit: National Museums NI. |
A large stateroom of the Oceanic is found to be provided with a mahogany wardrobe, mirror, sofa, étagère with drawers, and folding table- all of the same wood. A fixed wash-basin of colored marble , a thick carpet, chintz bed curtains, and lace window curtains almost complete the delusion that you are not on a ship but in a house.
Colliers, 30 September 1899.
The staterooms are furnished in a most complete manner, and gazing into some of them, and beholding the cosy oak 'four poster' beds, and the handsome wardrobes and richly-cushioned seats, it was hard to realise that these rooms were really part of a ship, and not apartments in some fashionable hotel on shore.
Belfast News-Letter, 21 August 1899.
State-rooms in scores to the right and to the left; now mahogany; now oak; now satinwood; now a mixture of any two or three of them, until the lavishness of everything becomes surfeiting, nothwithstanding the Louis Quinze style succeeded the Queen Anne and the Queen Anne gave way to something 'too utter' in decadent sumptuousness. Three decks of these apartments, with lavatories of costly marble, suites of baths, and every other appurtenance of physical comfort placed conveniently here and there. It is the literal truth to say that the Oceanic is a Hotel Cecil afloat.
Liverpool Daily Post, 31 August 1899.
 |
| Second Class. Credit: 1907 White Star brochure, GG archives. |
Second Class smoking room
 |
| Second Class smoking room. Credit: National Museums NI. |
Descending again to the promenade deck, the visitors walked along the port side as far as the second-class smoking room and library, and proceeded to examine these handsome apartments, which are splendidly fitted up and beautifully furnished. The walls of the smoking room are covered with embossed leather, while those in the library are of artistically carved oak, and the floors are laid with ornamental squares of rosewood, walnut, and oak. 'The decorations are in each case most ornate and appropriate, and the upholstering is in the best taste.
These rooms are two of the most comfortable in the vessel, and convenient to them is the poop deck, which is also specially arranged for the accommodation of second-class passengers.
Belfast News-Letter, 21 August 1899.
Second Class library
 |
| Second Class library. Credit: National Museums NI. |
 |
| Second Class library. Credit: National Museums NI. |
The second-class passengers accommodation is arranged on two decks at the after end of the vessel, and though handsome and well-designed, is naturally not of the highly ornate and costly character which distinguishes the saloon accommodation. There is a smoking room, library and writing room. The dining saloon will seat 148 passengers.
Engineering, 1 September 1899.
In the second, the smoking-room is modelled after that in the first, and little inferior to it. The better cabins of the second class are equal to the poorer ones of the first.
Colliers, 30 September 1899.
Second Class dining saloon
 |
| Second Class dining saloon. Credit: Bedford Lemere photo, Osher Map Library. |
 |
| Second Class dining saloon. Credit: National Museums NI. |
The second saloon, which, while not quite so imposing as the grand saloon, is nevertheless an exceedingly handsome apartment, more than equal to the first-class saloon on many a ship. It is surmounted by a very fine dome skylight with richly painted glass of floral design, and it is splendidly decorated and elegantly furnished, a pianoforte being included in its equipment. It will seat 150 passengers, as against the 350 who can find seats in the first class saloon.
Leaving this room the visitors walked along both the port and starboard sides in order to inspect the second class staterooms, and here again they found everything of the best quality and in the best condition. If not so daintly furnished as some of the first class apartments, these chambers are nevertheless models of cosiness and comfort, and like every other corner of the great vessel, they are well ventilated, which is by no means an unimportant feature.
Belfast News-Letter, 21 August 1899.
Third Class.
 |
| Third Class dining room. Credit: Bedford Lumere photo, Osher Map Library. |
 |
| Third Class reading room. Credit: Bedford Lemere photo, Osher Map Library. |
 |
| Third Class smoking room. Credit: Bedford Lemere photo, Osher Map Library. |
 |
| Third Class open-berth accommodation. |
In the third class passenger department the single men are accommodate in open berths forward, the single women at the after end, and the married people and children between.
Engineering, 1 September 1899.
In the steerage, no romantic horrors seem possible, the sections for single men, single women, and families being well lighted and ventilated. By a new device of the White Star Company the beds are folded back against the walls , so as to leave a great amount of free space for the daytime. There are even cabins , with two and four berths, in the steerage of this steamer, for married people and children . There is room for 1,000 persons in this division of the ship.
Colliers, 30 September 1899.
The whole crew consists of about 400, 200 of whom belong to the steward's department , which includes twenty cooks. Stewards are paid fifteen dollars a month .
Colliers, 30 September 1899.
So it was that this splendid ship, specified and constructed to the highest standards imposed by Edward Harland, Thomas Ismay, W.J. Pirrie and Alexander Carlisle, at the cost of £739,000 would enter service in the last year of The Victorian Age and bring to the New Century its first great liner, largest in the world, raising the White Star burgee to the highest masthead on the North Atlantic.
 |
| White Star Liner Supreme: R.M.S. Oceanic anchored in the Mersey. Credit: Reddit oceanlinerporn. |
Yesterday was a red-letter day in the history of the White Star Line. The greatest vessel that ever floated on the deep left this port with the well-known houseflag a-top. It was an event in marine engineering, an event in commerce, an event in the passenger service which links two great English-speaking peoples together. Much has been written about the Atlantic " greyhounds," but the greatest of them all will command the longest chapter. The appellation of a greyhound seems singularly out of place when applied to the Oceanic, which might take on board all the greyhounds in Europe, as well as quarry enough to keep them actively engaged until they reached Sandy Hook. Some other synonym must be coined for the vessel, but it is hard to find one, and it would be difficult, if found, to enforce its use on public acceptation. The steamer has been so graphically and extensively, though by no means exhaustively, described that it is not necessary to expatiate further upon its glorious proportions. And, indeed, words would fail, as the eye has failed, to grasp its greatness. Nothing but contact with it, breaking its harmonies piecemeal, to separate contemplation, could give anything like an adequate ides of its vastness.
Liverpool Echo, 7 September 1899.
We see that the White Star Company has launched and got to work their leviathan Oceanic, which is, as the wont of Harland built vessels, fulfilling all that was expected of her. Palatial and comfortable she has surpassed expectation in her steadiness at sea, and the ease with which she negotiates the worst Atlantic weather.
Liverpool Journal of Commerce, 1 January 1900.
Oceanic would spend the first half of her life based, as all great White Star liners before her, on the Mersey and Liverpool, both the headquarters and homeport of the company and it would remain so really until Britannic (1930) made her final voyage under the red burgee some 60 years later. Oceanic would be, however, the very last White Star express steamer to make her maiden voyage from the Mersey and was that early autumn of 1899, the veritable wonder of a port that harboured so many legendary ships, past and present.
The Liverpool Mercury of 2 September 1899 shared a nostalgic thought that the new Oceanic would displace the grand old Britannic, now on her final homeward voyage, after a wonderful career that extended a quarter of a century, "still with her original engines and boilers, and has never once been laid aside by any accident, and, what is more wonderful still, she makes to-day better passages then she accomplished 25 years ago ago."
Oceanic would commence her maiden voyage amid a strike by the National Sailors' and Firemen's Union that commenced a day before departure, but "White Star state that the Oceanic's articles are now practically full, and the noted vessel, which is now anchored in the river, will duly sail for her maiden voyage at the hour fixed tomorrow afternoon." (Liverpool Mercury, 5 September 1899).
A final opportunity, extended by invitation to nearly 2,000, to inspect the new White Star liner, now anchored in mid river opposite the Landing Stage, was taken on 5 September 1899, "the cross-river steamers sailed as near as possible to the new liner, and crowds of people on the Landing-stage viewed the ship with admiration." (Liverpool Mercury, 6 September 1899).
The fine weather on the day of her maiden departure attracted a vast crowd of wellwishers and spectators to the riverfront and river alike.
The special boat train from Euston Station, London, departed at noon 6 September 1899 for Liverpool Riverside, at Prince's Landing Stage, with Oceanic scheduled to sail at 5:00 p.m. and actually clearing the River by 7:00 p.m.. She embarked her passengers, not along the Stage, to the disappointed of spectators hopeful of a "close look" but anchored in mid river and saloon passengers and mails went out to her in the tender Magnetic.
It was said that the Oceanic remained out in the river for the purpose of preventing the disaffected seamen from communicating with the shipped crew, and for frustrating any, possible desertion or other disturbance. Certainly there was an ample depth of water alongside the Stage, although it was close upon low water; but the White Star Line state that the Oceanic was not brought alongside because, holding "safety before everything" as their policy, they considered it wiser to avoid any possible risks in mooring at the Stage on a falling tide. For the same reason the Oceanic remained at anchor until about seven o'clock, the owners resolving to have plenty of water in the channels before taking the vessel out.
Liverpool Mercury, 7 September 1899.
R.M.S. Oceanic to New York on 6 September 1899 was one of the great maiden departures from the Port of Liverpool, indeed it would prove the last of a White Star express New York mailship from the Mersey as vividly reported by the local press:
The departure from the Mersey yesterday of the new White Star Line Royal mail steamer Oceanic upon her maiden voyage to New York was undoubtedly an event of considerable importance, and it was but natural that the sailing of the largest ship in the world should attract an exceedingly large crowd of spectators. Throughout the afternoon the Prince's Landing stage, the Prince's Jetty, and the Pierhead were thronged with curious and interested onlookers who commented freely upon the immense size, yet graceful appearance, of the magnificent ship lying at anchor in mid-river, opposite the stage. Much disappointment was manifested, when, contrary to expectation, the liner remained at anchor and the tender Magnetic was observed the embarking stage for the conveyance passengers to the and Oceanic. luggage The saloon reason was not a lack of depth alongside the stage, but a reasonable precaution on the part of the owners to avoid any possible risks that might accompany the mooring of the huge vessel alongside on a falling tide, low water occurring a few minutes after six o'clock.
The Oceanic's passengers were duly placed on board soon after the hour fixed for embarkation, five o'clock, but the vessel remained at anchor awaiting the turn of the tide. At about a quarter to seven the ship, which had been lying with her bow up river, swung round with the tide, and at about seven o'clock, on a rising tide, she steamed off on her first voyage across the Atlantic, with no intention of demonstrating her powerful speed capabilities by attacking records, but with the determination to land her passengers at New York next Wednesday morning. As soon as the Oceanic got under weigh the smaller craft in the river paid homage to the king of the ocean by sounding their whistles in long blasts, a salutation and compliment which were promptly acknowledged by the departing liner.
Liverpool Mercury, 7 September 1899.
Among her "full complement of all classes of passengers," were W.J. Pirrie and Mrs. Pirrie.
The Oceanic carried a full complement of all classes of passengers. Among the saloon company were the under-mentioned delegates to the International Conference of Congregationalists to be held at Boston between the 20th and 28th inst. Professor A. M. Fairbairn, principal Mansfield' College, Oxford; the Rev.P. T. Forsyth, Cambridge; Mr. Norman H. Smith, Oxford; the E. H. Titchmarsh, Newbury, the Rev. W. B. Selbie, Highgate, the Rev. A. N. Johnson, M.A., London Missionary Society; Dr. J. Brown, Bedford; the Rev. Dugald M'Fadyen, Hanley; and Mr. William Crosfield, J.P., Liverpool. Some 70 other English delegates to the conference sailed from the Mersey last Saturday. Mr. Crosfield will contribute to the conference proceedings a paper upon ' Municipal Life as a Sphere for Christian Men," and the Rev.W. B. Selbie is to read a paper upon 66 Pastoral Work in England.'
The Oceanic's saloon passengers also included the Right Hon. W. J. Pirrie, the head of the firm of Harland and Wolff, Belfast, the builders of the ship. Mrs. Pirrie accompanied her husband. Among the saloon passengers, who numbered about 400 all told, were also Lord Chief Baron Palles and Miss Palles, Colonel De Lancy A. Kane, the Right Rev. Bishop M'Golrick, D.D., Right Rev. Bishop Cotter, D.D., Professor Sidney G. Ashmore, Dr. T. W.and Mrs. Bickerton, Dr. and Mrs. Bickford, Mr. and Mrs. G. L. Claeton, Mr. John Colville, M.P., Mr. Danson Boissevain, Mr. C. W. Bowring, Dr. Charles Cunningham (Liverpool), Mr. W.B. Davenport, Mr. Clyde Fitch, Dr. L. Melville French, Mrs.and Miss Mary French, W. C. Gale, Rev. Francis and Mrs. Goodwin, Mr.Charles and Mrs. Goodwin, Dr. Allen M'Lane Hamilton, Mr. and Mrs. T.A. Havemeyer, Mr. Percy Jackson, the Rev. Archibald Campbell, Mrs. and Miss M.L. Knowles, Mr. Walter, Mrs. and Miss B. H. Lippincott, the Rev. A. J. Lyman, Mr. Robert Kirkland (Liverpool), Dr.and Mrs. Mackie, the Rev. Robert J. M'Bryde, Mr. and Mrs.G. H. Morgan, Dr. F. J. Nott, Pres. F. L. Patton, D.D., and Mrs. Patton, Professor G.S. Patton and Mrs. Patton, Mr. and Mrs. J.C. R. Peabody, Dr. Fredk. and Mrs. Peterson, Mr. Jas. R. Roosevelt, of the United States Embassy, London, Dr. D.L. Sage, Mr. E. Souberbeille, Dr. E.Q. Thornton, Mr. W. Storre Wells, the Rev. R.Wood, Mr. Edward and Mrs. Winslow.
Liverpool Mercury, 7 September 1899.
It is the same with all great things which are beautiful. There the same bewitchery, deceptiveness, and disappointment in looking at the Oceanic from the Prince's Stage, as there is in looking at St. Peter's from the opening of the portico, or some of the immortal Seven Hills of Rome. Both grow as one measures up one's, littleness against them. Though the largest and the most beautiful ship in creation, the Oceanic as she lay at anchor in the river a few hundred yards out, seemed to give the lie direct by her very presence to the measurements given of her, and the paeans chanted in her honour. Not a few strangers, in fact, believed they were being deceived when they were informed that the ship in front of them was the boast of the world, the triumph of the shipbuilders of Belfast, and the visible incarnation in steel and luxury of the wealth and the enterprise of the White Star Line.
Liverpool Echo, 7 September 1899.
The Oceanic left Liverpool yesterday on her maiden voyage to New York. From an early hour in the day enormous numbers of people congregated on the Landing Stage and all along the dock wall. Disappointment was expressed at this magnificent vessel not coming alongside the Prince's Stage till about the time of departure. It is stated that the whole of her crew, numbering over 400, were engaged without difficulty, but that it was thought advisable to let the vessel remain at anchor in the river till the time of embarking passengers. Immediately after the saloon passengers arrived by the riverside London train the largest steamer in the world slowly steamed-off away from the stage amid a very enthusiastic from the thousands of people assembled. Her saloon accommodation was fully occupied, and she carried in addition a large number of second and third-class passengers.
The big vessel which has set out on her first voyage in, it is to be hoped, a long and successful career, is a magnificent monument to the Belfast engineering enterprise and skill. Every ton of iron and steel used in her hull had to be brought across the water by Messrs. Harland & Wolff; even the coal in her bunkers for the first voyage had to be imported to Ireland by Royal Avenue firm Messrs. J. Milligan & Co. -who supplied it.
Her arrival on the other side of the Atlantic will be anxiously awaited, and she is sure of a hearty reception. Little is likely to be known by the outside side public as to her steaming capacities as the result of her present trip, the accepted story being that the owners have no desire to establish a fresh record -at least for the present.
Belfast Evening Telegraph, 7 September 1899.
The Oceanic left the Mersey at 7 o'clock last evening, but did not pass the Liverpool Bar until 8 15 p m. She arrived off Rochespoint at 3-o'clock this morning, and anchored in the harbour off Spike Island, at 8 30 p.m.. She made the run down Channel from Liverpool to Rochespoint in less than 12 hours under easy steam, and without being forced. Her engines worked smoothly, and there was no perceptible motion felt on board the great leviathan. All on board were very much pleased with her performance; and her builders and owners are quite satisfied that she will fully realise their most sanguine expectations.
The Freeman's Journal and National Press, 8 September 1899.
After "a fine and uneventful passage" (Liverpool Mercury, 8 September), Oceanic arrived at Queenstown at 8:00 a.m. on 7 September 1899, doing the crossing from Liverpool in less than 12 hours, developing a speed in excess of 20 knots. "She surprised everyone on board by the ease with which she travelled, and complete absence of vibration which is so objectionable."
During her stay in the harbour she excited the admiration even of that most fastidious class of sailors, the old 'Shellback.' The people strolling along the shore could not fail to be struck with the great beauty of the leviathan as she lay in the placid waters of the all nature smiling on. her, and pleased that the ingenuity and art of man had been able to make such a thing of beauty. Her fine proportions and graceful and yachtlike lines were the subjects of general admiration and commendation, and her very sit in the water impressed the idea of speed, combined with steady and well regulated motion and general comfort to the traveller. Her advent in the harbour was hailed with magnificent weather which brought out the different features of her model in all their light and shade, And exhibited a wonderful piece of marine architec ture to the very best advantage.
The Freeman's Journal and National Press, 8 September 1899.
The new ship was admired by many spectators aboard excursion steamers and other craft during her brief call during which Oceanic embarked a further 350 passengers (28 First, 40 Second and 290 Third Class), and she sailed at noon for New York. In all, she had 1,475 passengers-- 380 First, 245 Second and 850 Third Class passengers and 931 bags of mail.
As the great ship coursed towards New York, press attention there increased every day she drew closer, the New York Times of 12 September 1899 reporting on the vessel's size and its impact on her using the port and its approaches:
The Oceanic will not be able in the present condition of the main ship channel in this harbor to come here fully laden. Her draught (light) is 22 feet and her mean draught is 32½ feet. The Kensington and Southwark of the Red Star Line, very deep ships, draw 29 feet, but it has been generally considered that it would not be safe for a vessel of much greater draught to attempt the navigation of the harbor, for the mean depth at low water in parts of the channel is but 30 feet. The mean high water depth on the bar is 34½ feet. This would give the Oceanic two feet clear, but she would have to wait on the tides.
Just before the Oceanic took on her cargo for this port she was put into the Canada graving dock on the Mersey. This is the largest dry dock in the world.
Special preparations have been made for the berthing of the Oceanic at the White Star pier, No. 48, North River, foot of Bank Street. She is to be docked at the north side of the pier, and for her use there are special gangways. The openings in the sheds have also been enlarged.
 |
| Credit: New York Tribune, 13 September 1899. |
Nor were New Yorkers taking on face value the repeated assurances from White Star that Oceanic was not designed as a record breaker nor would attempt any feats as to speed. Hence, more than a few expected her to arrive the afternoon of 12 September, to do so would mean she would have broken or close to it the existing speed records held by Lucania of 5 days 7 hours 23 mins. And to have beaten this, Oceanic, which left Queenstown at 12:45 p.m., would have to pass Sandy Hook by 3:08 p.m.. As the city waited, the White Star office was besieged with requests for passes to visit her on the announced 9 a.m.-5:00 p.m. open house on the 18th and and by the 13th, more than 1,000 passes had been issued at 50 cents each.
 |
| Oceanic arriving at New York for the first time, 13 September 1899. Credit: Nathaniel Stebbins photograph, Historic New England collection. |
 |
| Oceanic arriving at New York, 13 September 1899. Nathaniel Stebbins photograph, Historic New England collection. |
With Old Glory blown straight from her fore truck, her house flag, that of the White Star line, flapping from her main, her royal mall pennant from her mizzen truck, the blue flag of the Royal Naval Reserve from her taffrail, and yards of gaudy bunting hung to the breeze, the Oceanic, the biggest ship that ever was built, completed her maiden trip across the Atlantic.
With never a stop, without accident or even incident, without the slightest defect in machinery, she made the trip. It was not a record run, and was not intended to be.
The World, 14 September 1899.
.jpg) |
| Credit: The World, 14 September 1899. |
Oceanic "finally" arrived at New York, right on schedule, on 13 September 1899, passing Sandy Hook at 10:17 a.m. and crossing the Bar at 10:45 a.m. and alongside Pier 48 North River at 12:45 p.m., logging 6 days 2 hours 37 mins. from Daunt's Rock to Sandy Hook, with daily runs of 443, 470, 457, 496, 431 and 483 nautical miles and averaging 18.96 knots with 20.5 knots and 496 nautical miles recorded on the fourth day.
 |
| Credit: The World, 14 September 1899. |
She had the lightship abeam at 10:17 A. M., and the passed in at Hook at 10:45. The first her craft to greet challenger was none other than the British cup challenger Shamrock, under sail and just outside the Bar.
The two craft seemed a mutual attraction, for while the duck-clothed sailors of the yacht lined along her deck and were sending up a cheer for the big steamer, the liner's passengers crowded to her rail to the see the graceful white-winged thing and to back the cheer with gusto.
Sir Thomas Lipton was following the cutter in his steam yacht, the Erin. The Royal Ulster Yacht Club pennant at her taffrail was dipped and the the whistle gave forth three blasts in salute. Then the Royal Naval Reserve ensign at the steamer's stern came a down in salute and her big whistle roared hoarse acknowledgement. There will be mistaking that whistle at sea, It sui generis-- a basso profundo- and big like the ship.
The yachts looked mere toys beside the Oceanic. Sir Thomas and a party of friends standing on the bridge of the Erin swung their caps and joined in the cheers. In stately progress the huge steamer moved into the channel.
The outgoing Germanic of the same line passed her inside the Hook and salutes were exchanged, while the little flags of international code went up on the Germanic signifying code "Welcome," while the Oceanic signalled back "Bon Voyage.".
Off Fort Wadsworth the Oceanic broke out a full dress of colors, rainbow fashion, fore and aft over her trucks. The three the pole vessel masts that are the pretty lofty, but so long is by the bunting seemed very much formed arch out, just as the length of the Brooklyn Bridge robs the height of its glory. At the fore the Oceanic flew the American flag, at her main her house flag, and the mail flag was displayed at the mizzen.
New York Times, 14 September 1899.
 |
| Credit: Colliers, 30 September 1899. |
As Oceanic came up the Narrows, J.P. Morgan, approaching the liner on his steam yacht Corsair, boarded to greet Mrs. Morgan and Mr. and Mrs. G.H. Morgan who were passengers aboard.
The Oceanic then started ahead for her pier at the foot of West Eleventh street. As she was passing the Battery in the screaming din raised by every type of river craft, the Germanic, Capt. H. J. Haddock, came down stream bound out for home.
The Germanic with her signal flags broke out "Welcome!" The Oceanic responded with the signals "Bon voyage." It was a pretty interchange of civility. The Oceanic reached the middle of the North River, opposite her dock at the foot of West Eleventh street, under her own steam, at 12.45 P. M. long before that hour the pier was crowded by 500 people who had been favored with passes, all eager to gee the steamship. When the Oceanic halted in midstream six White Star tugs poked their noses against her stem to push her around.
A stiff northwest breeze was blowing, and before she could be stopped the Oceanic had swung around against the end of the pier. The tugs shifted position and went against her stern, slowly pushing her around until she was again in position. was slowly warped into her dock. It was just fifty minutes from the time she reached her pier until the first passenger walked down the gangplank..
The World, 14 September 1899.
The voyage itself had been perfectly routine and enjoyed in fine weather throughout:
Her passengers were found in a state of great enthusiasm. It had been perfect weather. The sea had been smooth, the winds light, and the Oceanic had hardly deigned to respond to the swell. She is so long that she rides over two ordinary seas, and she of such rigid stability that she at no time rolled more than five degrees. The veriest tyro failed to get seasick.
What that especially pleased the passengers was the engines caused absolutely no vibration. No one could tell whether or not they were going. The log showed that there were light northeast winds and fine weather the first day, moderate southerly winds, with sky overcast the second day; moderate westerly winds, with a light shower, the next day, and moderate easterly winds, with sky overcast, to port.
New York Times, 14 September 1899.
 |
| Credit: New York Herald, 14 September 1899. |
Capt. Cameron, speaking of the new ship, said: "It was a fine trip and I am delighted with the ship. She has just gone along like a thing of life. There was no pressure, We ran easy. I have only one remark to make: The Oceanic is beyond my expectation."
Down in the engine-room Chief Engineer C.W. Sewell said: 'She worked splendidly throughout the run. There was no halt or stop. She has exceeded my most sanguine. expectations. She was not speeded in any way. Having timed the ship to get here. on Wednesday we got here.The steam pressure throughout the trip was 160 pounds to the square inch, the revolutions 72 a minute, and the vessel roiled only 5 degrees. While the horse power is 28,000, but 20,000 was developed at any time."
The average coal consumption was 400 tons.
The World, 14 September 1899.
 |
| Credit: New York Times, 14 September 1899. |
No liner ever has been more rapturously greeted at this port than the palatial White Star steamship Oceanic, which finished yesterday her maiden voyage from Liverpool and Queenstown. Through the flawless horizon stretching eastward from Fire Island the marine observer saw her rise above the placid sea line at 8 o'clock yesterday morning. He had never seen her before, but he recognized her intuitively. She hasn't beaten any records, but she has done better on her maiden voyage than the Cunarder Campania and all other liners on the Queenstown route except the Lucania. Her time was 6 days, 2 hours and 37 minutes over a course of 2,780 knots. The Campania on her initial trip covered 2,869 knots In 6 days, 8 hours and 34 minutes. The maiden trips of the Teutonic and Majestic of the White Star line were, respectively, 12 and 8 hours slower than of the Oceanic.
The average speed of the new colossus was 18.96 knots, and her daily runs were 443, 470. 457, 496, 483 and 431 knots. She was not run at top simply because her stokers and coal passers were all green men of various nationalities, including Greeks. Italians, Armenians and Germans, who never had been to sea before, and who. as a whole, knew much more about tailoring, fruit vending and other unexciting occupations on shore than feeding the cavernous maws of mighty furnaces. The green hands were taken aboard because the expert firemen, mostly Liverpool Britons, are on strike. The wonder of it all was, Capt. J. G. Cameron, commander of the lofty liner said, that the ship was able to get in even on Wednesday without any talent at all in the stokeholds.
Naturally she burned more coal than she will when she has a trained lot of Britons before the furnaces. This time she consumed 400 tons a day, which is about 120 more tons than the Teutonic and Majestic send in vapor through their funnels. Chief Engineer Sewell frankly declared that the indicated horsepower of the great ship is 28,000, but that, because of her inexperienced fireroom force, she was able to develop on trip only about 20,000. This gave her a working steam pressure to the square inch of 160 pounds, and made propellers rush around at the de rate of seventy turns a minute. She has developed a trifle more than 190 pounds pressure to the square inch, and. according to some English experts, has made twenty-three knots on the measured mile.
New York Herald, 14 September 1899.
At the invitation of John Lee, White Star agent for the United States, about 100 newspapermen inspected Oceanic at her pier on 14 September 1899, hosted by Capt. J.G. Cameron, followed by luncheon in the saloon. "Public interest in the Oceanic has not abated since her arrival and yesterday adjacent piers from which she could be seen were crowded with people from early morning until late in the afternoon." (New York Tribune, 15 September 1899.)
The public inspection of Oceanic on 17 September 1899 attracted more than 6,000 persons, some of whom were so taken with the ship that they took bits of her home:
The White Star Line pier was visited by thousands of persons yesterday who wanted to get a view of the big new liner Oceanic. The neighborhood was crowded with sightseers all day long. Nearly two thousand persons were admitted to the and the rest contented themselves ship on passes, with looking at the big hull from adjoining piers and from West-st. The crowd aboard was so great the new rubber matting on the stairways and that deck passages was turned from white to black.
Some those who went aboard the Oceanic took the occasion to take bits of the fine oak carvings in the saloon as souvenirs. Stewards watched the crowds to prevent this, but in spite of them some of the fragile carving was broken off.
New York Tribune, 18 September 1899.
Altogether the universal opinion of the visitors to the Oceanic yesterday was that the vessel is as much a credit to the design of the decorators as to the builders.
New York Times, 19 September 1899.
Meanwhile Oceanic's stokers fairly tore up the town, five being taken into custody by the New York police on 17 September 1899, "by liberal use of their clubs" after a pitched battle with policemen with 20 stokers. Those arrested were released after paying a $10 fine.
After a most eventful layover in New York, during which Oceanic was literally the toast of the town, she departed on the return portion of her maiden voyage at 4:00 p.m. on 20 September 1899 when the tide was running flood for two hours. With six tugs pulling her out her berth, Oceanic cleared with more cargo (4,000 tons) than she brought in, drawing 27 ft. forward and 29 ft. aft and needing every inch of water over the Bar to pass out of the harbour. Well into the slack early autumn season, Oceanic went out with 540 passengers in all, with 185 First, 100 Second Class and 245 Third Class.
She began her first eastward voyage with almost as much of an ovation as she received when she arrived a week before. A large crowd gathered at the Battery at 4 o'clock, and at about twenty minutes after the hours the Oceanic passed down the river.
The top of the Bowling Green Building, in which are the offices of the line, was fringed with people and company's house flag, a red ground with a white star was dipped as the liner passed. The salute was seen aboard and duly acknowledged.
New York Times, 21 September 1899.
Among those who sailed in Oceanic on her maiden eastbound crossing were Frank E. Anderson, Dr. W. G. Budington, William Nicholson Brown, George V.Cartwright, John H. Cockburn, Miss Mary I. Bliss, G. Vivian Lieut.-Col. Duff, M.Cooke-Collis, Rev. R. A. R. Fordham, Peter P. Gilpin, Mr. and Mrs. Theodore Hooper, Justice Kennedy, S. B. Lederer, Dr. and Mrs. J. I. Metzger, Andrew B.McCreery, Dr. Horace Phillips, Miss Mary Oliver, Miss Adelaide Randolph, W. W. Vivian, Capt. A.G. Tate, Joseph Walton and Miss Elinor Whitney,
Just before Oceanic sailed, some 20 of her stokers deserted ship but were replaced with more seasoned hands and the prospect of her making even better time homewards was in the making. As it was, Majestic did not arrive as scheduled when Oceanic passed out of the harbour, being fired by inexperienced hands as the strike in England continued.
Clearing the New York bar at 5:48 p.m. on 20 September 1899, Oceanic received a salute from the U.S. Navy North Atlantic squadron as she passed down the Bay at 4:30 p.m., homeward bound. Her motley lot of stokers put their backs into it and had her in Queenstown at 1:00 a.m. on the 26th, logging 6 days 1 hour 39 mins. for the 2,806 miles from Sandy Hook to Daunt's Rock. She landed nine First, 27 Second and 75 Third Class passengers there and 25 of her 132 mail bags there, before resuming passage for Liverpool after a brief 45 minute call. "The passengers disembarking were questioned as to how the ship behaved during the voyage. They said nothing could beat her sea-going qualities, and her machinery worked like clockwork There was no vibration, and it appeared to them that the ship had a large reserve power which had not been brought into use." (Belfast Evening Telegram, 27 September 1899). Making smart time, Oceanic rather spoiled the hopes of would be Merseyside spectators who, expecting she might come into the River at 2:00 p.m., she crossed Mersey Bar instead of 1:40 p.m. but arrived in hazy conditions:
It is one boast of the White Star Company that the Oceanic may be relied upon almost to minute, and in this instance at least the vaunt was not an idle one, for at 1.40 the Oceanic was signalled crossing the Mersey bar. Immediately on receipt of this information, the company's tender Magnetic left the Prince'-stage, having on board Mr. B. Ismay. Mr. Saunderson(manager of the company, Captain (shore superintendent). and Captain Murray (overlooker), and met the Oceanic off New Brighton. The weather was somewhat hazy at the time, and this no doubt accounted for the fact that the ocean monster was not observable to the watchers on the stage until she lay off New Brighton. Her appearance in the distance, however, gave rise to the greatest possible interest and expectancy amongst the thousands of spectators on the lookout. They waited patiently for her approach, but after time an air of mystery developed, which was followed by sense of no small of dissatisfaction. Why, she's stopped," said one the onlookers. Blow'd if she ain't," said another.
And so it was. The White Star Company gave all risks a wide berth, and in view of the crowded state of the river at the time, and the fact that there was a strong flood tide, it was deemed safer to lie off New Brighton until high water before venturing further up the river.
Consequently the Oceanic rounded to off the Langton Dock, anchored, and sent her passengers ashore by tender. These considerations and the more cogent one of heavy downpour of rain completed the disappointment of the spectators, who quickly betook themselves to more congenial quarters.
Liverpool Echo, 27 September 1899.
It was further reported that "Oceanic experienced much rough weather during the latter portion of her voyage, especially on Sunday and Monday, but the huge vessel behaved in an admirable manner." Her daily runs for her maiden round voyage were: 443, 470, 467, 496, 483 and 431 for 2,780 nautical miles (westbound) and 449, 456, 443, 455, 448 and 232 for 2,806 nautical miles (eastbound).
It will be seen that upon her first two trips the Oceanic has fulfilled the intentions of the owners by making a Wednesday departure from one arrival side of the Atlantic and a Wednesday on the other side, and as the engines were not pushed at all on either trip, it is fairly safe to state that, barring accidents, the Oceanic may confidently be expected to accomplish this with the regularity bespoken for her.
Liverpool Mercury, 28 September 1899.
In every respect, Oceanic's maiden voyage had been a triumph, indeed one of the most successful and well-received introductions of any liner to date with effusive praises from her passengers and visitors alike, on both sides of the Atlantic. With her introduction, White Star Line achieved what many consider their apogee with the perfectly matched trio of Oceanic, Majestic and Teutonic on the New York express service, something that, as fate and events would have it, would never be duplicated.
Given the state of the tides at the time, it was not possible for Oceanic to enter dock at Liverpool and, instead, she spent her turnaround there anchored in the Mersey. Hardly an ideal situation and more so when in a strong gale on 2 October 1899, she broke adrift:
Today, during the prevalence of strong gale, the Oceanic broke away from her moorings in the river and backed down on the ebb tide to a point opposite Seacombe. Some considerable alarm existed, but the noble vessel was eventually pulled up, under her steam, and managed to get back to her position without any mishap. Arriving at her old anchorage, she dropped an extra anchor, and was held fast. Naturally the little incident attracted great attention, and every nautical man was glad to that she behaved so well somewhat trying position.
Liverpool Echo, 2 October 1899.
Beginning her second voyage on 4 October 1899, Oceanic embarked "her full complement of passengers" at 4:00 p.m. for an advertised 4:30 p.m. sailing, but once again her size and tidal conditions saw her held back until high flood tide to give plenty of water over the Mersey Bar, and in the meantime, Majestic arrived around 5:00 p.m. from New York. Calling at Queenstown the following day, 8:15 a.m.-1:10 p.m., Oceanic proceeded westward with 622 saloon and 908 steerage passengers, not the least among them being Albert Ballin, director of HAPAG and Capt. L. Meyer, marine superintendent of the same line, and Edwin Blumenthal and Herr Schwartz of NDL "who came on the Oceanic to observe the vessel." Oceanic reached New York at 9:00 a.m.on the 11th, logging 6 days 40 mins from Daunt's Rock to Sandy Hook, averaging 19.29 knots, thus improving on her westbound time from the first trip:
The White Star Line's big steamship Oceanic came in yesterday on her second voyage from Liverpool and Queenstown. She brought 622 cabin passengers and 908 steerage passengers. She had moderate weather during most of her voyage, but encountered something of a blow on Monday. She covered a course of 2,782 nautical miles at an average speed of 19.20 knots, her daily runs being 459, 487, 484, 450, 486, and 416 to Sandy Hook lightship, which she reached at 9 o'clock yesterday morning. having been 6 days and 40 minutes from Daunt's Rock, off Queenstown. One fireman, William Walker, died during the voyage.
New York Times, 12 October 1899.
Fog on arrival off Quarantine delayed her docking at Pier 48 and Oceanic did not do so until 3:00 p.m. that afternoon. The ship was again opened for public inspection on 14 October 1899 with tickets costing 50 cents and the proceeds benefitting charities.
Lord and Lady Charles Beresford, William D. Rockefeller and W.J. and Mrs. Pirrie were among those embarking Oceanic at New York on 18 October 1899, there being about 330 saloon passengers aboard. Passing out of Sandy Hook at 6:00 p.m., Oceanic passed Daunt's Rock at 12:37 a.m. on the 25th, logging 6 days 1 hour 34 mins. at an average 19.02 knots. Leaving Queenstown at 1:25 a.m., Oceanic proceeded to Liverpool where she arrived that afternoon. For the first time, Oceanic was berthed alongside the landing stage, and arriving on the flood tide, was turned around before being brought alongside, "this difficult manoeuvre was accomplished apparently with the greatest ease, and the immense ship then dropped alongside as if she had been a ferry boat." (Liverpool Journal of Commerce, 26 October).
 |
| Credit: The World, 9 November 1899. |
The British Ambassador to the United States, Lord Pauncefote and Lady Pauncefote, the Duke of Manchester, Lady Playfair, Andrew Carnegie and A.J. Drexel were among Oceanic's passengers for New York, from Liverpool on 1 November 1899. Interest in the White Star Company's magnificent steamer Oceanic does not in the slightest wane, as was evidenced by the tremendous crowd of people who assembled on the Landing-stage yesterday to witness her departure for New York. (Liverpool Mercury, 2 November). Arriving at Queenstown at 8:25 a.m. on the 2nd, Oceanic cleared for New York at 1:05 p.m. with 483 saloon and 752 steerage passengers. It was a rough crossing and Oceanic, a day late, was not sighted off Fire Island until 5:45 p.m. on the 8th, and docked the next morning. Logging 6 days 11 hours 34 mins. from Daunt's Rock to Sandy Hook. One cabin passenger, Mr. R.D. Gamble, died at sea "of general debility" and his body brought to port.
The "Times" New York correspondent wires that the third voyage of the White Star steamer Oceanic from Liverpool to New York, which was completed this morning, was in effect her first real trial trip. Hitherto she has sailed on summer seas. This time she has tried conclusions with the stormy Atlantic, and that the Atlantic did not have the best of it is evident. She encountered during the first four days out from Queenstown headwinds verging from south-west to north west, which strengthened into heavy gales and on the second day into a hurricane. The seas were tremendous, even from a sailor's point of view.
There had been much curiosity to know what a ship of 17,000 tons, 704 feet long would do in these circumstances, and conflicting predictions had been heard. All conjectures are laid to rest by her present performance. She had answered every question but one that could asked of her. How she may behave on a be heavy beam sea remains to be seen, with seas directly ahead and seas on the starboard and port bows. The Oceanic has shown herself a perfect seaboat.
Immense as in her length, her motion is extremely easy and entirely free from jerks or those complicated eccentricities of abnormal activity which her critics forecast. Sailors and landsmen agree that they had never been on board any ship which was more comfortable in anxious weather. She steers handily, is free from vibration, and has a degree of stability which is remarkable. She was never driven, but, on the other hand,, was compelled to lie to nor ever reduced to less than two-thirds speed. Her day's run when squalls were blowing with hurricane force was 403 miles, and her lowest run during the tempest was 377 miles.
The ship arrived the bar at 7.45 yesterday evening. She anchored at quarantine for the night, and came at nine this morning to her dock, into which she swung as handsomely an yacht.
Liverpool Echo, 10 November 1899.
The outbound Oceanic, from New York on 15 November 1899, "has an unusually large list at this season of the year for an outward trip. Many of her passengers are people of leisure and means who are English, either returning after a visit here, or Americans going over to enjoy the hunting season in England, now at its height. "(New York Times, 15 November). In all, she was cited by The World to have 850 passengers (300 in saloon), sailing in thick fog that afternoon. Crossing over in 6 days 7 hours, in the face of "stern gales and rough weather on the passage, in which she behaved splendidly, " (Cork Daily Herald, 24 November), Oceanic arrived Queenstown on the 22nd at 5:31 p.m., her passengers eagerly awaiting news on the Boer War and the siege of Ladysmith. Oceanic arrived in the Mersey at 8:00 a.m. the following day.
 |
| Credit: Liverpool Daily Post, 24 November 1899. |
And it was an altogether extraordinary twist of fate that this magnificent vessel should have been out of Liverpool on her maiden voyage only a week before Ismay had the first of series of heart attacks which finally killed. He rallied for weeks but died at Dawpool on 23rd November 1899.
White Star.
Mr. Ismay was able to follow the news of the day and interest himself in all matters connected with the White Star Line. He was particularly desirous of being able to proceed on the first voyage of the Oceanic, which was at that time about to leave the builders' hands for Liverpool. In this matter, however, his hopes were not realised, for unfortunately on the date of the steamer's sailing he was still confined to his bed.
Liverpool Mercury, 24 November 1899.
Thomas Ismay died on 23 November 1899, aged only 62, and management of White Star passed to his sons, J. Bruce and James Ismay. By then, plans for Olympic had already been superceded by the order, the last undertaken by T.H. Ismay, for a "super" Cymric, the giant 21,035-grt Celtic, the first ship to exceed Great Eastern in tonnage, rendering Oceanic, Majestic and Teutonic the last of the classic 10:1 ships; a perfectly matched trio and worthy reminders of the "old" White Star under "T.H." During his illness, Kaiser Wilhelm, who had maintained a friendship and correspondence since being introduced inspecting Teutonic, wrote to Mrs. Ismay:
Am most distresssed at the news of the illness of your husband. I hope and trust he may be spared to you, for he is one of most prominent figures in the shipping world,and well known to me from the visit I once paid the Teutonic some years ago. Have just heard from a German gentlemen who was a passenger on board the Oceanic, that she is a marvel of perfection in building and fittings, and well worthy of the celebrated line and the illustrious owner she belongs to.
The Ismay Line.
 |
| Credit: New York Times, 7 December 1899. |
Oceanic cast off at 3:30 p.m. from Prince's Landing Stage on 29 November 1899 on her third voyage, numbering among her 240 First Class passengers renown Polish pianist I.J. Paderewski, making the first of a number of crossings in the ship. Calling at Queenstown the following day at 8:33 a.m., Oceanic cleared at 12:55 p.m. for New York. Beginning to show her speed with her machinery now "run in," Oceanic put in a capital passage, making New York at 4:40 a.m. (crossing the Bar) on 6 December, logging 5 days 20 hours 42 mins. from Daunt's Rock to Sandy Hook at an average speed of 19.74 knots and recording daily runs of 474, 514, 489, 498, 478 and 352 nautical miles in moderate weather. Returning to New York after an absence of three years, Paderewski was acclaimed on arrival:
On board the Oceanic the pianist and his wife became very popular with the ship's company. The high social qualities which won for the man the esteem of a host of friends who admired the artist when here before were potent, and on this occasion were supplemented by the tact the tact and charm of the woman. At the customary ship's concert, Mr. Paderewski gave a delightful recital, and the proceeds for charity broke all previous records.
The World, 7 December 1899.
Sailing from New York at 2:00 p.m. on 13 December 1899 for Queenstown and Liverpool, Oceanic's last crossing of her first year in service was a well-booked one (including 600 Scandinavians in Third Class) with those intent on spending Christmas "on the other side."
The farewells interchanged between those departing, and those who remained behind therefore mingled with Christmas greetings, and it was noticeable that almost every woman who was sailing carried a sprig of holly, while the baskets of fruit and flowers which filled the staterooms and the grand saloon were all decorated with Christmas greens and berries. Even as the ship left the wharf there were more cries of Merry Christmas' and Happy New Year than of good-bye or auf wiedersehen.
New York Times, 14 December 1899.
Although the first three days of the passage were made in favourable weather, thick fog was encountered when approaching the Irish coast, and taking no chances, Capt. Cameron decided not to risk bringing Oceanic into Queenstown despite carrying an exceptionally heavy mail for the post and quite a large number of intending debarks there and instead made straight for Liverpool where she arrived at 2:00 a.m. on the 21st. There had been some anxiety as to the ship's safety as the fog had precluded any sightings of her before she arrived in the Mersey. No fewer than five special trains from Riverside Station were laid on to accommodate her capacity list including ones to Hull and Grimsby to accommodate her through Scandinavian passengers transhipping there to steamers for home.
 |
| Oceanic outbound from New York, 24 January 1900. Credit: Nathaniel Stebbins photograph, Historic New England collection. |
1900
1899 saw a marked increase in trans-Atlantic business from 1898, 826 arrivals of steamers from Britain and Europe at New York , landing 411,117 passengers, or 110,000 more than in 1898. White Star was responsible for 12,471 cabin and 25,208 steerage or fourth place after North German Lloyd Cunard and HAPAG.
From Liverpool on 10 January 1900, Oceanic called at Queenstown at 5:45 a.m.-10:00 a.m. the following day. This was the first sailing with a new arrangement for the carriage of mails, setting a fixed departure time from Liverpool on Wednesday afternoons so to permit a later final mail from London to be dispatched via Holyhead. This mail arrived at Queenstown by the London and North-Western Company at Holyhead at 2:30 a.m. on Thursday and dispatched for Queenstown twenty minutes later so that all 500 bags were there to meet Oceanic on arrival. Going out with 129 First, 139 Second and 257 passengers, Oceanic's list included T.R.S. Balfour, J. Bruce Ismay, novelist Max O'Rell and author Robert Barr, and arrived at New York (Bar) at 8:56 a.m. on the 17th.
Oceanic's passenger list for her 24 January 1900 departure from New York was swelled by the addition of those originally booked on the Cunarder Etruria on the 20th, after a flaw was discovered in her shaft. In all, Oceanic sailed from Pier 48 with 210 First, 116 Second and 222 Third Class passengers. Making Queenstown at 7:24 p.m. on the 30th, she resumed passage for Liverpool at 8:10 p.m. where she arrived the following day. Adding to White Star's substantial meat trade from America, she landed 2,823 quarters of beef.
 |
| Credit: The Evening World, 14 January 1900. |
Clearing the Mersey on the afternoon of 7 February 1900, Oceanic put in a smart passage to Queenstown, arriving there at 4:30 a.m. on the 8th on departure at 10:15 a.m., having aboard 170 First, 182 Second and 494 Third Class. The Cork Examiner of 9th, lamented 100 of those boarding at Queenstown were "young fellows, who would, no doubt, make excellent soldiers" including "five strapping youths" who were leaving like many Irish boys to avoid conscription for the evolving Boer War. Breaking her own record by 1 hour 5 mins, clocking 5 days 22 hours 31 mins for the 2,901-miles run from Queenstown, averaging 20.28 knots with a best day's run of 515 nautical miles, Oceanic crossed the Bar at 3:48 a.m. on the 14th. The New York Herald said she had "demonstrated that she probably will be classed with the other swift ships of the liner, the Majestic and Teutonic."
From New York on 21 February 1900, Oceanic had 217 First, 78 Second and 172 Third Class passengers, including the renown American jockeys Lester and Johnny Reiff and J.H. "Skeets" Martin. Making Queenstown at 4:50 p.m. on the 27th, Oceanic cleared there at 5:30 p.m. for Liverpool, arriving there the next morning.
 |
| Credit: Liverpool Mercury, 8 March 1900. |
Presenting "an animated spectacle", the departure of Oceanic on 7 March 1900 for New York was afforded a fulsome report the next day by the Liverpool Mercury:
The sailing of the White Star Line Oceanic from the Prince's Landing stage yesterday for New York was witnessed by a large crowd of visitors. The scene as the ocean leviathan sheered off and moved outwards was one full of animation. The vessel carried a large number of passengers, who responded to the farewells and of friends on shore by vigorously cheering waving of hats and handkerchiefs. A prominent deck group was that in the centre of attraction among the saloon passengers on the main was the Sisters Hawthorne (Miss Lola Hawthorne and Mrs. Belle Hawthorne), who displayed trophy gifted to them by theatrical friends in proudly from the bulwarks a magnificent floral trophy gifted to them by theatrical friends in Liverpool Further prominence was given to this group by one of the sisters waving merrily over her head a small Union Jack. Among the saloon passengers were Count A. Nachtmeister, M Lord 'Curdy, Albert Mr. Osborn, Mr. E. Marshall Fox, Mr. G. N. Robert Cooper, and Mr. Ernest von Dohnanyi, the eminent pianist.
 |
| Credit: New York Tribune, 15 March 1900. |
Calling at Queenstown from 7:24 a.m.-10:20 a.m. on 8 March 1900, Oceanic commenced her westbound crossing with 219 First, 193 Second and 981 Third Class passengers; almost all the later were Irish "lads and lassies," according to the New York Tribune of the 14th, the day she arrived, crossing the Bar at 3:28 a.m.. Many of those in the steerage are young women. There has been an unusually large rush of immigrants to this port this spring, and the officials believe that many of the Irishmen on the Oceanic have come to America to avoid service in the English army. One young man who arrived yesterday said that he was not afraid to fight, but he did not want to fight on the wrong side. Most of the Irishmen. however, said that the war had nothing to do with their coming to this country." (New York Tribune, 15 March). Making another capital run, she logged 5 days 22 hours 8 mins. from Daunt's Rock to Sandy Hook, averaging 20.32 knots despite snow squalls on the 13th. In addition to her big list, Oceanic came in with 1,779 bags of mail.
 |
| Credit:The Evening World, 31 March 1900. |
Getting away from New York at 8:00 a.m. on 21 March 1900, Oceanic went out with 237 First, 141 Second and 265 Third Class passengers amid considerable excitement as reported by The Evening World that afternoon:
The sailing of the big White Star line steamship Oceanic this morning was attended by sensational incidents. The vessel was scheduled to leave her dock at 8.30, and it seemed that everybody was late except the officers of the ship and those passengers who spent the night on board. Consequently, when the vessel began to move there was wild scramble of those left on board to get off before Liverpool was reached. At the same time there was a rush of passengers who came to the pier late to get aboard.
Promptly at 8.30 o'clock, after the last mail had been taken aboard, the gangway was removed. Then the trouble began. Seven longshoremen, who were detained on board. were forced to reach the dock by siding down a rope. The vessel began to move slowly out, when it was discovered that two steerage passengers were not on board. A ladder was put against the high side of the Oceanic and the men scrambled on board.
The vessel was gathering headway when two longshoremen, who had carried the baggage of the last two pa sengers on board, appeared at the rail. One jumped and caught the end of the ladder. As he landed. the ladder slipped. but the man caught one of the iron doors of the pier.
The last longshoreman climbed over the side of the Oceanic and as she passed out the length of the pier he caught a rope that was swung out to as the rope swung back the man and caught the side of the pier. He landed on one of the iron doors and leaped to the dock.
The big liner had got out In the stream when a small man, swinging a valise, rushed out on the pierhead, calling for a tug. He was a cabin passengers. He secured a tug and put off for the Oceanic. Hundreds of people on the pier watched the race down the Hudson. The tug did not get hear enough for the passenger to board.
A late arrival was famed theatrical producer Charles Frohman. Oceanic arrived at Queenstown at 4:52 p.m. on 27 March 1900, landing some passengers there and all 844 bags of her mail consignment and resumed passage to Liverpool at 6:05 p.m. where she arrived early the following morning. She brought in 3,075 quarters of American beef in addition to her passengers.
Departing Liverpool on late on the afternoon of 4 April 1900, Oceanic arrived at Queenstown the next morning at 6:30 a.m., clearing for New York at 10:10 a.m. with 233 First, 252 Second and 1,172 Third Class. New York was reached on the 11th, crossing the Bar at 6:53 a.m.. The Boer War continued to be a major source of contention and it was reported on 12th by the New York Times that a fight had broken out in the steerage over the issue between Matthew O'Brien and a Swede named Albersen, during which O'Brien struck Albersen on the head "with a plate, inflicting such a serious wound that the latter had to be placed in the ship's hospital, while O'Brien was put into irons and brought to port as a prisoner." (New York Times, 12 April).
 |
| Credit: New York Tribune, 20 April 1900. |
There were 283 First, 130 Second and 477 Third Class fares sold for Oceanic's 18 April 1900 sailing at 9:00 a.m. from New York and 4,420 quarters of American beef in her reefer spaces. Among those aboard was Joseph Pulitzer, owner of the New York World. One departing passenger was afforded an unusual send-off as described by the New York Tribune (20 April):
There was great excitement on the White Star Line pier at a few a.m. yesterday, when a rickety old ambulance, containing a dozen or more young men in evening dress came clanging down the pier from West-st. There was more perturbation when a man, swathed and enveloped in bandages and splints, was unceremoniously hauled out of the vehicle and, in spite of his own vigorous protests, trundled up the gangplank of the Oceanic, which was to sail a few hours later, and carried to his stateroom, where he was tied to his bunk. There he was left, while his carousing bodyguard drove off in the tumbledown ambulance.
The victim of the practical joke is said to have been Jackson Gouraud, of this city, who sailed for Europe on the Oceanic yesterday, and gave a farewell dinner for a party of friends the night before. While the corks were popping Mr. Gouraud is said to have delivered himself of an oration, in which he laid stress upon his extraordinary good health. His friends plotted a deep conspiracy to rebut this assertion, so the story runs. At a given signal Mr. Gouraud was seized, bound hand and foot. plastered with bandages and thrust into the rickety ambulance in waiting, which then started on a mad career about town. The diners were all inside, sitting on Gouraud, and they drove their equipage for blocks and blocks in every direction. with occasional stops for liquid refreshment. in which the unhappy victim was not permitted to share.
Finally, about 2 o'clock in the morning, the turnout reached the pier, and the White Star employees on duty there are still laughing over the tragedy enacted in and about that ambulance.
Oceanic, arriving at Queenstown at 2:27 p.m. on 24 April 1900, was off again at 3:05 p.m. for Liverpool where she arrived the following morning, "after a quick passage." (Liverpool Mercury, 26 April).
 |
| Credit: New York Tribune, 10 May 1900. |
Passing out of the Mersey late on the afternoon of 2 May 1900, Oceanic's departure "was witnessed by a great company of visitors, including the chief members of 'The Belle of New York' company now performing at the Royal Circus Theatre." (Liverpool Daily Post, 3 May). Pausing at Queenstown the next day day, from 11:00 a.m. to 2:15 p.m., the big White Star liner had 245 First, 256 Second and 1,152 Third Class passengers for New York where she arrived on the 9th. Among those landing were Stephen Furness and Frederick Leyland, the latter declining all questions regarding the Leyland-Atlantic Transport merger. Oceanic had a rough passage over, not arriving until 9:00 p.m., being due that morning, owing to low water at Liverpool and strong westerly and southwesterly gales the first two days on the Atlantic and heavy head seas on the 6th and 8th.
Oceanic's cricket team was thrashed by the Manhattan second eleven on 12 May 1900, at Prospect Park, defeated by 68 runs, "the sailors' bowling was weak," noted the New York Times.
 |
| Credit: The Evening World, 16 May 1900. |
Among the 340 First, 252 Second and an exceptional 1,151 Third Class, departing New York aboard Oceanic at 7:00 a.m. on 16 May 1900 were Frederick Leyland, J. Ogden Armour and pianist I.J. Paderewski whose completed American tour had encompassed 22,000 miles and netted him $171,000. "When the White Star liner Oceanic pushed out from her pier this morning on her way to Liverpool a throng of notables hung over the rail and waved adieus to friends on the wharf," noted The Evening World. Oceanic's record eastbound Third Class compliment including a large party of Scandinavian farmers and lumbermen, totalling 700, including 300 from Minneapolis, and 250 from Chicago, visiting their native lands. In all, Oceanic, inclusive of crew, went out with 2,162 souls aboard, a record for one trans-Atlantic steamer. Arriving at Liverpool on the morning of the 23rd, Oceanic came in with the Allan Line's Parisian and Dominion Line's Dominion, from Quebec and Montreal. "The Oceanic presented a magnificent appearance as she was moored to the Stage, and was generally admired," and with the departure of the American Line's Belgenland for Philiadelphia and White Star's Majestic, it was a busy day at Prince's Landing Stage.
 |
| Credit: Liverpool Daily Post, 24 May 1900. |
Oceanic's 30 May 1900 sailing from Liverpool (Queenstown the following day at 11:10 a.m.) attracted a big list of 294 First, 181 Second and 628 Third Class including artist F.A. Constable and family. By now, Oceanic's great reciprocating machinery had "broken in" and she was showing speed and put in a fine passage on this trip, coming off Sandy Hook lightship before dawn on 6 June, she had logged 5 days 21 hours 47 mins. from Daunt's Rock at an average of 20.37 knots. "On the second day out she logged 524 knots, the weather being fine and the sea smooth, and her performance gave her commander, Capt. Cameron, the hope she may yet be seen in port on Tuesday night. Her hourly average on this, her best day, was a fraction over twenty-one knots." (New York Herald, 7 June).
 |
| Credit: New York Herald, 7 June 1900. |
Oceanic's cricket team continued to suffer at the hands of the local boys, being defeated by the Nelson Lodge 11, at Prospect Park, 104-25, on 9 June 1900.
 |
| Credit: New York Herald, 14 June 1900. |
Mr. and Mrs. Frederick Vanderbilt, Mrs. Cornelius Vanderbilt and Miss Gladys Vanderbilt, Mr. and Mrs. Clarence H. Mackay, Henry T. Sloane and Marshall Field were among the 357 First, 249 Second and 1,000 Third Class passengers embarking Oceanic on 13 June 1900. Many were board for the Paris Exposition. Teutonic, with J.P. Morgan once aboard his favourite, arrived the same day from Liverpool, as the great trans-Atlantic summer season opened. Oceanic went out at 5:00 p.m., very late, in order to get plenty of water under her keel in the yet to be deepened channel.
Lest anyone doubt that Liverpool was and always would be the true homeport of the White Star Line, Oceanic's arrival there on 20 June 1900, with a record 1,600 passengers, made for a remarkable assemblage of company tonnage in port that one day:
Wednesday was a busy day for at least one Liverpool shipping house. The new White Star liner Oceanic (17,274 tons) arrived in the Mersey from New York, and the Majestic (10.000 tons) took her departure for New York, whilst the two Australian liners Persic (11,984 tons) and Medic (11,973 tons), as well as the New York cargo and cattle steamers Bovic (6,583 tons) and Tauric (5,727 tons), were all in port discharging or loading. Adding the company's tenders Magnetic (618 tons) and Pontic 395 tons'. it is found that the tonnage of the White Star steamers in the Mersey yesterday reached the great total of 64.500 tons.
Liverpool Daily Post, 22 June 1900.
Departing Liverpool on 27 June 1900, Oceanic called at Queenstown the next morning, 7:38 a.m.-9:55 a.m., and coursed westwards with 291 First, 215 Second and 505 Third Class passengers, among being Joseph Pulitizer and celebrated mountain climber and explorer Sir William Martin Conway. New York was reached on 4 July, crossing the Bar at 6:13 a.m.. One of her steerage passengers, 21-year-old Thomas Hollolen, travelling as Thomas Clune, from Queenstown, was arrested on arrival on charges of forging 15 postal orders at 15 each and stealing 480 from the post office in Quinn, Ireland.
New York was hit by a tremendous electrical storm the afternoon of 6 July 1900 with lightening strikes recorded around city, including a bolt that struck Oceanic, at Pier 48, and the Quebec Steamship Co.'s Fontabelle at Pier 48, at 2:30 p.m., striking their top masts. Oceanic's mizzen top mast was split into hundreds of pieces which cascaded onto her deck, the pier and into the water, and sailors aboard both ships were stunned by the impact. Oceanic's masts, although of steel, had wooden top masts and the destroyed mizzen top would be replaced prior to her departure for England.
Gilded Age society was well represented in Oceanic's passenger list for her 11 July 1900 eastbound sailing with George Crocker, Robert Van Cordlandt, Mrs. Leland Stanford, and the Biddles of Philadelphia among the total of 321 First, 248 Second and 969 Third Class. Sailing at 6:00 p.m., Oceanic arrived at Liverpool the afternoon of the 18th.
Clearing the Mersey on 25 July 1900 and Queenstown the following day at 9:25 a.m, Oceanic's compliment of passengers totalled 254 First, 254 Second and 773 Third Class, and she arrived at New York on at 3:36 a.m. 1 August.
In addition to 206 First, 254 Second and 512 Third Class passengers, Oceanic left New York at 5:00 p.m. on 8 August 1900 with $2.75 mn. in gold for payment for British war bonds. Calling at Queenstown late on the 14th, she arrived at Liverpool at noon the following day, to the delight of a large party of excursionists visiting the port and at Prince's Landing Stage as she came in, "expressing their astonishment on seeing the immense size of the steamer."(Liverpool Daily Post, 16 August) which added, "the voyage across the Atlantic was reported by the passengers to be an exceedingly pleasant one, and they expressed their delight with the steamer."
 |
| Credit: Liverpool Daily Post, 23 August 1900. |
Very large numbers of Americans have been visiting this country during the season, and they are now beginning to return home.. As a result the several Transatlantic companies in Liverpool have already very heavy bookings of passengers for their forthcoming sailings. The Oceanic will leave the Mersey on Wednesday next, for New York, when she will have a full complement of passengers, she being a great favourite with Americans.
Liverpool Mercury, 17 August 1900.
Indeed, when Oceanic departed Liverpool on 22 August 1900, she had aboard the largest number-- 1,750 in all-- number of passengers aboard a single steamer from the port ever. It was said that every berth was booked and on departure from Queenstown at 10:20 a.m. the following day, she numbered 391 First, 250 Second and 1,206 Third Class. Oceanic got into New York at 12:53 a.m. on the 29th, docking later that morning. Crossing in 5 days 19 hours 23 mins., Oceanic had beaten her own westbound record by 1 hour 19 mins. It was still well behind Lucania's existing record of 5 days 7 hours 23 mins.
The summer season now over, Oceanic still went out from New York on 5 September 1900 with 173 First, 158 Second and 470 Third Class passengers. With eastbound bookings lagging, White Star and American Lines cut their First Class fares by a full $10 ($15 off Oceanic's) with a minimum First Class fare on her reduced to $60 one-way. Calling at Queenstown at 6:01 p.m.- 6:50 p.m. on the 11th, Oceanic arrived at Liverpool on the 12th.
There was no lack of custom on westbound sailings and when Oceanic cleared Liverpool on 19 September 1900, she set yet another passenger record from the port, with 412 First, 255 Second and 1,231 Third Class passengers, including Mr. & Mrs. F.W. Vanderbilt and George Crocker. Arriving at New York at 9:09 a.m. on the 26th, she came in missing the blade to her port screw after having run over a semi-submerged derelict wreck on the 23rd at 1:52 p.m.. The weather that day was rough with a strong north wind and Oceanic making knots when she struck the wreck lying just below the surface, "the vessel quivered as it passed over the obstruction and the blade of the port propeller was torn away by the force."
The White Star giantess Oceanic came into port yesterday, from Liverpool and Queenstown hippetty-pop, having lost one of the great blades of her 20-foot port propeller Sunday, piece of afternoon, submerged presumably wreckage by or a contact drifting log. The shock attending the twisting off of the big blade. was felt all over the ship. Capt. Cameron stopped the propellers liner and before lowered and a boat. He had lost propellers before and suspected what had happened. The men in the boat found the blade missing and so reported to the captain. The hours ship then because of resumed the her voyage, losing only a few of mishap.
New York Tribune, 27 September 1900.
The steamer Oceanic, of the White Star Line. arrived here yesterday from Liverpool minus one of the blades of her port propeller. She lost it on September 23, at 1:52 p.m. when 1,460 miles from Queenstown.
The moment of the loss was distinctly marked by a sudden shock which was felt throughout the vessel. The engines were immediately stopped and a boat containing Chief Officer Carter and Chief Engineer T. Wilson-Sewell was lowered. The cause of the shock was determined and the steamer started on her way again. Although in a crippled condition, the steamer was able to make this port at a good speed. The time of the passage was 6 days hours The loss of the blade cost about fifty knots a day.
The accident caused commotion among the passengers, some of whom became hysterical. The cause of the mishap is not known, as there was nothing perceptible on the surface of the water which could have caused it. It is thought that there may have been an undiscovered flaw in the bronze.
New York Tribune, 27 September 1900
Oceanic had been making good time across, too, logging daily runs of 477, 490 and 486 nautical miles, and still managed good averages on the one good starboard prop and the two-bladed port one, logging 423, 449 and 415 nautical miles for the balance of the passage. In all, she came over in the respectable time of 6 days 3 hours 36 mins. even "hobbled." "The ship behaved splendidly," marvelled The Evening World (26 September).
With no indication if her missing blade was indeed replaced during her layover in New York, but sailing a day early, Oceanic sailed for home on 2 October 1900 at noon with 184 First,130 Second and 273 Third Class aboard as well as 4,400 quarters of American beef in her reefer compartment. It proved an equally challenging return voyage, the ship coming nearly to run onto Three Castles Head, and her forefoot actually touched ground, on approach to Fastnet Light on the 9th in heavy fog:
The giant White Star liner Oceanic, which arrived here to-day, had a narrow escape from shipwreck off the coast of Ireland. While approaching the coast and trying to pick up the Fastnet light, what appeared to be a fog bank suddenly lifted and showed land dead ahead. The breakers could be plainly seen crashing on the rocks, and the vessel touched bottom, but Capt. Cameron immediately stopped his engines, reversed them and backed into deep water steamship being injured.
It was only owing to the care of the captain that a terrible disaster was averted. The Oceanic was going slowly on account c of the fog and trying to pick up the land. It was 4 o'clock in the morning when the fog lifted and showed the land right ahead, the position being then between the rocks known as the Bull, Cow and Calf and Brow Head. The land was so close that on each bow could be seen a regular cave.
The stopping of the engines shook up and awoke everybody, Half a minute after the engines were reversed, but before the Oceanic was stopped she struck with a grinding grating noise. She then quickly swung clear. Tranquil and confident in the skill of the captain the women passengers in the saloon behaved admirably, showing the greatest coolness in the presence of the danger and watertight compartments were closed within two minutes on Capt. Cameron's orders as soon as the danger was perceived. The lifeboats were cleared away ready for lowering with the precision of clockwork and the crew were at quarters at once. Capt. Cameron made the following statement to an Evening World correspondent who was on board the Oceanic: 'It was just 4 o'clock in the morning and we were in a heavy rain squall at the time. I had just stopped the ship to take a cast with the lead when I saw breakers right ahead and ordered the engines put at full speed astern. "Before the headway of the ship could be stopped she seemed to just touch something, but she backed off and came out with no damage done. I had made every allowance for currents, but we were off Castle Point, about four miles north of our proper course. The watertight doors were shut within two minutes and the boats got ready for lowering within seven minutes, but after sounding the ship in all parts I found that no damage was done and proceeded to Queenstown. "I believe the ship to be absolutely uninjured.' At 5.30 o'clock the Oceanic passed the Fastnet Rock and proceeded here. All passengers speak highly of the captain's skill and coolness, and there was not a moment of alarm or panic.
The Evening World, 9 October 1900.
Capt. Cameron reports that while approaching the coast in thick weather at 4 a.m. Oct. 9, and while the vessel had stopped to take soundings, she touched the ground very slightly off Three Castles Head.
If she is damaged, the Captain says, the injury is very slight. From the passengers it is learned that the Oceanic had a narrow escape. At about 3 o'clock on Tuesday morning," said a saloon passenger, 'we were awakened by the sudden reversal of the engines and felt several gentle bumps. All night long there had been heavy tog, and we were going slowly and blowing the siren continuously. As soon as the ship appeared to tremble under the reversed motion the saloon passengers, fearing danger, rushed on deck, and within few minutes they had all assembled but two, who had slept throughout. On both sides of the ship there appeared to be land, and to the passengers it seemed as if it was scarcely a couple of ship's lengths distant. We were apparently wedged in between the mainland and an island at the southern extremity of Ireland.'
The officers assured us there was no danger, but the lifeboats were slung out and every preparation was made for disembarkation if necessary. Meanwhile the propellers were churning astern, and the Oceanic was gradually backed out of the dangerous spot Into deep water. The curious crowd on deck, attired in pajamas or nightgowns, and many with lifebelts on, then breathed more easily.
Everything was splendidly managed, and all trace of real panic was averted. Later in the day we stopped several times to take soundings, and each time the passengers left their meals or cabins and rushed on deck. But there was never any cause for alarm after the Oceanic got out of the place where she grounded." The passengers join in praising the conduct of the officers of the Oceanic and their careful seamanship prior to the accident.
New York Times, 11 October 1900.
Calling at Queenstown at 9:26 a.m. on 9 October 1900 without further incident, Oceanic arrived at Liverpool on the 10th
Oceanic went into Canada Graving Dock on 11 October 1900 for repairs following the grounding which damaged her forefoot. Her departure from the dock on the 14th was marred by a tragic accident:
Yesterday afternoon, the White Star steamer Oceanic, which will sail for New York on Wednesday next, left the Canada Graving Dock and stationed herself opposite in the Mersey. The anchor was ordered to be lowered, and whilst this work was being carried out by several men a most lamentable a accident occurred, the chain snapping, and in rebounding striking two of the crew. Henry Ross, living at 19, Stamford-road, off Holt-road, and Christopher Blake, of 5, York-street, Bootle, both carpenters, were the unfortunate ones. The chain struck Ross on one of his legs, tearing a part of the knee completely away, whilst Blake received a compound fracture of one of his legs. So shocking were the injuries sustained by Ross that he expired shortly afterwards. A surgeon on board the vessel attended to Blake's wounds before he was placed on the tender Magnetic and conveyed to the Liverpool Landing stage, whence he was taken to the Northern Hospital. The dead body of Ross was deposited in the mortuary of that institution. The unfortunate mishap cast a gloom over everybody on board the Oceanic. At an early hour this morning the man Blake was reported, to be progressing favourably.
Liverpool Mercury, 15 October 1900.
A ship rather in need of a routine voyage, Oceanic sailed from Liverpool on 17 October 1900, and on clearing Queenstown the next morning at 10:10 a.m. had a good list of 333 First, 252 Second and 833 Third Class, her First Class list including Marshall Field and Clarence H. Mackay. Routine but rough and Oceanic got into New York on the 24th, crossing the Bar at 4:40 a.m., reporting "gales from the south and heavy confusing seas." On the 21st she sighted the British tank steamer Chesapeake in a disabled condition but she signalled she did not require assistance and was effecting repairs to her her machinery. The New York Times of 25th reported that "the arrival of Oceanic, which brought over perhaps the longest and most notable list of passengers of any Atlantic liner this autumn," and the Mackays were met on the pier by Mr. and Mrs. J. P. Morgan.
Even out of season, Oceanic continued to attract "well-known people" and on clearing New York's Pier 48 at 12:30 p.m. on 31 October 1900, she numbered Mr. and Mrs. Anthony J. Drexel of Philadelphia, who "had the largest suites of rooms on the steamer,"(New York Times, 30 October) among the 202 First, 97 Second and 262 Third Class aboard. She arrived at Liverpool on 7 November.
Beginning her final voyage of the year, Oceanic left Liverpool on 14 November 1900, and on departure from Queenstown at 10:40 a.m. the next morning, had 295 First, 180 Second and 288 Third Class passengers to her credit. The North Atlantic offered up its worst over and the approaches to New York Harbor offered its own near perils:
The White Star liner Oceanic, which arrived from Liverpool last night, reported an exceedingly rough and squally voyage. Northwest gales, rough seas, and adverse winds were encountered throughout the entire passage. Though compelled to slow down on several occasions, the big ship reached her dock only a few hours behind her scheduled time, 6 days 8 hours and 42 minutes being the time of passage from port to port.
Many of the passengers said that the Oceanic came very near coming in collision about 3 o'clock yesterday morning with an outgoing liner. The vessels, they said, almost come in touch, 100 feet being about the distance that appeared to separate them.
Capt. Cameron said that the reported narrow escape occurred about. 5:30 a.m.. He was on the bridge, where he had been continuously since Tuesday morning. The Oceanic was proceeding very slowly, when he sighted the oncoming vessel, with a red light showing from her starboard. The Oceanic blew two whistles, and the ship sheered around so that he could see her starboard light. He then slowed down, while she passed astern. The Captain said that the distance between the liners was about one mile.
The passengers persisted that the vessels passed dangerously near each other. The signalings of the sirens and the shouting of the crews awakened many of the passengers. The oncoming liner, they said, was approaching them at right angles and going at full speed. Suddenly she ported her helm, while Capt. Cameron simultaneously starboarded the helm of the Oceanic, the out-bound vessel passing close astern.
The outgoing liner is supposed to be the North German Lloyd steamship Trave, which sailed for Bremen Tuesday.
New York Times, 22 November 1900.
The Oceanic, mightiest ocean craft in commission, despite bulk, power and bilge keels, made heavy weather of it on her voyage from Liverpool and Queenstown, ended yesterday. Her passengers were happy when the liner got into comparatively placid waters yesterday afternoon. She caught, as she came up the bay, the black squall that piled the white cape high in the harbor. But she scoffs at harbor seas, as did her passengers, who had had six consecutive days of vaster tumult that made them weary.
New York Herald, 22 November 1900.
Oceanic arrived at New York at 2:25 p.m. (crossing the Bar) on 21 November 1900.
With an excellent list for time of year (288 First, 109 Second and 583 Third Class), Oceanic sailed from New York on 28 November 1900. Among her passengers was Sir Charles Rivers Wilson, president of the Grand Trunk Railway. The New York Tribune attributed Oceanic's fulsome passenger compliment to the cancellation of the sailing of American Line's St. Paul and the disabling of NDL's Kaiser Wilhelm der Grosse which lost a propeller blade on her inward voyage. Making Queenstown at 2:10 p.m. on 4 December, Oceanic arrived at Liverpool the following day.
In 1900, Oceanic made 12 westbound crossings carrying 15,370 passengers and 12 eastbound crossings carrying 11,297 passengers or a total of 26,667 passengers.
 |
| Oceanic at Pier 48, North River, 1901. Byron photograph, Museum of the City of New York collection. |
1901
Following her annual drydocking, Oceanic returned to service with her Liverpool departure of 16 January 1901, "witnessed by a great crowd of people," and numbering among those aboard Mr. Bruce Ismay and on clearing Queenstown at 10:15 a.m. the following morning, had 233 First, 115 Second and 235 Third Class passengers. On departure from Queenstown, rumours were heard as to the passing of Queen Victoria and these were confirmed, much to the shock of those aboard, on arrival at New York the evening of the 23rd, as the pilot came aboard. It was Oceanic's slowest crossing to date, 6 days 15 hours 44 mins., averaging just 18.06 knots. "The voyage was exceedingly rough,. but the passengers declare that the ship rode the heavy sea splendidly and that at no time during the voyage was it necessary to use racks on the tables. The vessel encountered heavy westerly gales on her third day out from Now York and slowed down. Between noon of Jan 21 and the day following the ship made only 344 knots." (The Evening World, 24 January).
J. Bruce Ismay, one of the owners of the Whites Star Line, was one of the passengers. He said that the line had placed an order with Harland & Wolff for a steamer 3,000 tons larger than the Oceanic. The vessel, he said, would probably not be any longer, but would have seven feet greater beam. She not be speedier, because, according to Mr. Ismay, 'the racer is played out. The good results accruing from the Oceanic have demonstrated that travelling public with is perfectly content with a big. roomy, safe boat of average speed that is pretty certain to arrive in port on schedule.'
New York Tribune, 25 January 1901.
 |
| Credit: The Evening World, 29 January 1901. |
With what was described as the largest number of passengers ever to depart in a single steamer from New York in January, Oceanic sailed on the 30th with 265 First, 74 Second and 127 Third Class aboard. She finally got into Queenstown at 8:18 p.m. on 6 February and "considerably delayed through adverse weather," arrived at Liverpool the next day, bringing in 16 tons of specie, 530 bags of mail and 3,680 quarters of beef in addition to her passengers.
Oceanic continued to impress with her off season passenger figures and her 13 February 1901 departure from Liverpool (Queenstown at 10:23 a.m. the following day) took out 242 First, 130 Second and 315 Third Class. Making a good passage, Oceanic arrived at New York at 9:09 a.m. on the 20th.
Mrs. John Jacob Astor, Frank Otis, the Duke and Duchess of Manchester, Sir William and Lady Forwood as well as America's best jockeys-- Lester and Johnny Reiff, Eddie Jones, C. Jenkins, J.H. Morgan, Willard Simms and Cash Sloan-- were among the 261 First, 88 Second and 133 Third Class passengers embarking at New York on 27 February 1901. The New York Herald noted that "Mrs. Astor was unable to get the room she wanted because of the rush for the best accommodations." Oceanic made Queenstown at 12:15 a.m. on 6 March where it was so rough she could not land passengers or mail there and proceeded almost immediately to Liverpool where she arrived that afternoon. "The Oceanic encountered stormy weather, but came home in very good time," observed the Liverpool Daily Post (7 March).
 |
| Credit: New York Tribune, 21 March 1901. |
J. Bruce Ismay was again New York bound aboard Oceanic on 13 March 1901, travelling with his daughter Dora. On departure from Queenstown at 9:35 a.m. The next morning, she went out with 210 First, 133 Second and 315 Third Class aboard. As if to impress "the boss," Oceanic put in a capital passage of 6 days 9 mins., which was outstanding for the season. Getting into New York early on the 20th (crossing the Bar at 4:45 a.m.), her unexpected early arrival caused chaos on the White Star pier as Majestic had not yet sailed:
The early arrival of the Oceanic created considerable confusion on the pier, as she docked before the steamer Majestic sailed. It was necessary to divide the pier by means of a rope stretched lengthwise down the middle. to separate. the outgoing passengers of the Majestic friends from the incoming passengers of the Oceanic. Many who had gone to the pier to meet friends on the Oceanic took advantage of the confusion and slipped down the pier on the Majestic side of the rope and crept under the ropes to their friends.
New York Tribune, 21 March 1901.
Mr. Ismay had come over to accompany his wife home, she having been in America since arriving with him in Oceanic at the beginning of the year.
In the second cabin of the steamship Oceanic, which arrived here yesterday from Liverpool, was the Rev. Thomas Aldred, sr., of Nashville, Tenn., a local preacher of the Southern Methodist Episcopal Church. He is of Scotch ancestry. His face, was adorned with a mustache, twisted and waxed until its ends were like needle points. He was quite indignant over what he saw on the steamer in crossing, and expressed himself vigorously when he landed.
"The goings on in the reading room of the second cabin," said he, "were scandalous. The men and women had their arms around each other without regard to their surroundings. They had no chaperons. I thought it should not be permitted. I shall write it up for the local newspapers when I get home. I shall also write it for my denominational papers. It was not only scandalous, but positively sickening. On Sunday night looked over into the steerage, and there was actually dancing going on: and there was damnable drinking and gambling going on in the smoking room every day and night.
New York Tribune, 21 March 1901.
White Star officials, both aboard Oceanic and ashore, dismissed the complaints out of hand and said no formal complaint had been lodged.
The entire Ismay family-- Mr. & Mrs. J. Bruce Ismay, Miss Dora and Master Tom-- were among the 341 First, 130 Second and 247 Third Class sailing aboard Oceanic from New York at 1:30 p.m. on 27 March 1901. Bad weather again precluded calling at Queenstown and Oceanic arrived in the Mersey on 3 April.
Westbound once again, Oceanic cleared Liverpool on 10 April 1901 and passing out of Queenstown at 9:50 a.m., numbered 214 First, 228 Second and 1,162 Third Class aboard and reached New York the morning (crossing the Bar at 8:39 a.m.) of the 17th. Once again, she came in earlier than expected and just before Majestic sailed causing more congestion at Pier 48. It was reported that a pool on the ship's daily run had netted an extraordinary £80 for the winner, a Mr. Stewart, who held no. 496. A passenger, R. Orchard Old, of Georgetown, Col., died suddenly aboard whilst the ship was approaching Sandy Hook.
"The piers of the American and White Star Lines were crowded yesterday with people well known in the fashionable world to bid those sailing bon voyage," noted the New York Times the day after Oceanic sailed on 24 April 1901, going out with 299 First, 180 Second and 327 Third Class passengers, among them the Dowager Duchess of Manchester and Mr.& Mrs. William D. Sloane and daughter. She also had $1 mn. in gold bars. For the third consecutive time, bad weather made it impossible for Oceanic to call at Queenstown, and she left there at 7:35 p.m. direct for Liverpool, arriving the following morning.
Among those embarking at Prince's Landing Stage on 8 May 1901 were Grand Trunk Railway president Sir Charles Rivers Wilson and Lady Wilson and Vice-Admiral Sir Cyprian Bridge, K.C.B., en route to join the British China Squadron and also aboard was a contingent of British naval experts bound for Japan on a special mission. On departure from Queenstown the next day, Oceanic's compliment of passengers totalled 332 First, 238 Second and 1,181 Third.
The usual Euston White Star express had to be supplemented by a second train, owing to the large number of passengers for the Oceanic. The total saloon list from London alone numbered 243 and they had 700 packages of personal effects. A small army of porters and stewards dealt very rapidly with the baggage, under the supervision of Inspector Pierce.
The Stage showed much and the scene was watched with interest by Mr. Justice Wills and a party of friends. A bevy of ladies dressed in the gayest summer attire was on the Stage, their brilliant costumes lending a great charm to the occasion. The Oceanic carried more saloon passengers than have been carried from Liverpool this season by any other steamer.
The eastward flight has set in very early. Many of the passengers had been on the Continent. One could occasionally hear much talk about Pierpont Morgan and the prospects of American shipping. but no shipping specialist able to give sound opinion on the transaction was on board.
Liverpool Daily Post, 9 May 1901.
 |
| Credit: New York Times, 16 May 1901. |
Oceanic put in another excellent crossing of 5 days 23 hours 35 mins and got into New York the morning of 14 May 1901. Including the crew, she had 2,101 souls aboard and of the 1,181 in steerage, "most of them Irish lads and lasses," and she had 1,146 bags of mail.
In an especially glittering and well-attended sailing, Oceanic left New York at 9:00 a.m. on 22 May 1901, with a heavy list of 405 First, 239 Second and 988 Third Class, "with a good many notables" among her First Class including Mr. & Mrs. J. Ogden Armour of Chicago, as Newport, Bar Harbor and Southampton were gradually depopulated by the annual summer exodus to the Continent.
The White Star liner Oceanic, a delicate little piece of marine architecture upon any of whose decks the citizens of a good sized town might hold a mass meeting, sailed for Liverpool yesterday morning with nearly 1,650 passengers. of this number 405 were in the first cabin, 240 in the second cabin and 1,000 in the steerage. The number of persons who gathered at the pier to see the sailing was two or three to every passenger, so that the crowd on ship and pier was one which required sharp elbows with plenty of muscle behind them to get through. When all the flowers had been carted aboard the interior of the ship looked like a float in a floral parade.
New York Herald, 23 May 1901.
This time Oceanic managed to put into Queenstown, calling there on 28 May 1901, 5:03 p.m.-5:45 p.m. and thence for Liverpool where arrived the next day. Her 1,640 passengers was "said to be largest number ever carried from the other side," (Liverpool Daily Post, 30 May). It was added that Cunard's Saxonia presently held the record for most number of passengers westbound. "The amount of baggage brought was enormous," and Oceanic was alongside the Stage for three hours and fifteen minutes fully occupied in getting it all discharged.
Summer Season 1901 and R.M.S. Oceanic (Capt. J.G. Cameron, R.N.R.) at the peak of her early career saw the great White Star liner clearing Prince's Landing Stage on the afternoon of 5 June, with "a large crowd on the stage to witness the departure of this magnificent liner."(Liverpool Daily Post, 6 June). Among those sailing were Mrs. J.P. Morgan, Miss Morgan and Mr. W. Forbes Morgan, Mr. Jacob Loeb and Mr.& Mrs. W.D. Sloane. No fewer than 220 of her saloon passengers came up from London in two special White Star Expresses.
Alas, Oceanic was obliged to return early on 6 June 1901, after losing a blade on one of her screws off Point Lynas. On arrival, a diver was sent down to inspect the ship and found there was no damage other than the missing blade and it was decided to dispatch her to New York on the remaining two blades on one screw and she left Liverpool about 12 hours later.
The heads of the White Star line, who went on board the liner in the river in the morning, returned to the Prince's Stage in the tender Magnetic. There are very large number of passengers on board the Oceanic. They are all quite comfortable, and in the best of spirits. The mishap was only of a trivial nature.
The Oceanic left the Mersey for New York at about half-past ten o'clock yesterday morning.
Liverpool Daily Post, 7 June 1901.
Putting into Queenstown at 11:50 p.m. on 6 June 1901, Oceanic sailed for New York at 1:05 a.m., going out with 317 First, 189 Second and 742 Third Class passengers, having embarked 250 there as well as 500 bags of mail. She made New York the afternoon (crossing the Bar at 12:19 p.m.) of the 13th, making the run including the detention, in 6 days 16 hours 11 mins. at an average of 18.01 knots.
An accident to the White Star liner Oceanic, which arrives from Liverpool this afternoon, prolonged her passage to 6 days 16 hours and 11 minutes. The mishap was not serious and the voyage was pleasant. The Oceanic left Liverpool at 4.40 on the afternoon of June 5. Shortly before midnight of that day there was a jar that shook the ship. The engineers found that the port propeller was 'racing' and the engines were stopped.
An examination was made, but It was not satisfactory to Capt. Cameron, who decided to return to Liverpool for a more thorough investigation. The propeller was found in good order save loss of one blade, and on the following, day. June 6, the Oceanic resumed her voyage.
The Evening World, 13 June 1901.
Another cricket season but with similar results resulted in Oceanic's team losing to Nelson Lodge,139-42 runs, at Prospect Park on 15 June 1901.
Among Oceanic's passengers for her 19 June 1901 departure from New York, was Tammany Hall leader John F. Carroll, Charles W. Morse, H.C. Frick and family and James J. Corbett. In all, she left with 385 First, 250 Second and 668 Third Class. Calling at Queenstown 7:52 a.m.-8:50 a.m. on the 26th, Oceanic arrived at Liverpool at 10:00 p.m. that same day.
Our factious contributor "F.A.B." writes to inquire if there is any truth in the statement that Mr. Piermont Morgan has purchased the White Star fleet, and intends to build a steamer twice the size of the Oceanic, to be call the "Morganatic."
Liverpool Daily Post, 27 June 1901.
The Mersey yesterday presented a very brilliant and picturesque appearance, owning to the numerous craft floating on its bosom, and the glorious sunflood which prevailed. The Oceanic, outward bound for for New York, was lying opposite the Landing-stage; the Canadian, was inward bound from the Empire City, was at the Stage, and the Westernland came alongside from Philadelphia. The Numidian subsequently arrived from the st.Lawrence, and those, together with the Isle of Man boat and the Welsh boats, made the Stage hum for hours under most trying atmospheric conditions.
A rather exciting incident occurred as the Westernland passing the stern of the Oceanic, between which was inward swinging at Anchor. The hawser the liner and her assisting tug suddenly parted with a loud report. Fortunately, though in close proximity to the Oceanic, the Westernland went right on, and got clear away. Another hawser was put on board, from a point some distance beyond that which she intended to make.
Liverpool Daily Post, 11 July 1901.
 |
| Credit: The Evening World, 17 July 1901. |
Clearing the Mersey on 10 July 1901 (and Queenstown at 9:05 a.m. the next day), Oceanic went out with a fulsome list of 362 First, 203 Second and 500 Third Class passengers in all, her First Class list including Mrs. Frank Leslie, Mr. & Mrs. Richard Harding Davis (with a new bloodhound purchased in England), C.A. Spreckels, Mr. & Mrs. J.Ogden Armour and Sir Alexander Swettenham, Governor of British Guiana. Oceanic arrived at New York at 3:45 a.m. on he 18th.
There was a predictably large turn out for Oceanic's 24 July 1901 sailing, at the peak of the summer season, with 389 First, 237 Second and 502 Third Class aboard. She arrived at Liverpool on the morning of the 31st, landing 1,177 bags of mail and $460,000 in specie in addition to her passengers.
Among those embarking Oceanic at Prince's Landing Stage on the afternoon of 7 August 1901 was boxer Jim Corbett and his wife, and actress Ethel Barrymore. En route to Queenstown and when off the Tuskar Light in dense fog and steaming at dead slow on account of it, Oceanic collided with the cross Channel steamer Kincora (b.1895/455 tons), bound from Limerick to Liverpool, at 1:15 a.m. on the 8th. The steamer foundered within five minutes, taking with her seven of her crew whilst 14 survivors-- 11 crew including Capt. Powey, the only passenger and two stowaways-- were hauled aboard the liner. Oceanic proceeded to Queenstown, arriving that morning and full accounts of the tragedy were obtained and published in the next day's Liverpool papers:
The following particulars of the unfortunate occurrence were obtained from information gathered from Captain Power and Mr. Toppin, the sole passenger who was on board the ill fated steamer. The Kincora, which belonged to the Waterford Steamship Company, vessel of 455 tons, and was engaged in the passenger and cargo trade between Limerick, Waterford, and Liverpool, and carried a crew of eighteen hands all told. On Tuesday night she left Limerick for Liverpool with a general cargo, having one passenger and two stowaways. Everything went well until the steamer was off Waterford Harbour, about midnight on Wednesday, when the weather became thick, and it became necessary, as precaution, to reduce speed.
When off the Saltees, later on, the fog became more dense, and from there up to the Tunkar Light the steamer's whistle was kept almost constantly blowing. At 1 a.m. the Kincora was off the Tuskar, steering about cast; the wind was west, light, and the sea comparatively smooth. The men on the watch heard the sounds of steamer's siren blowing, apparently far away, and the whistle of the Kincora was blown in response. About fifteen minutes one the look-out looming through the fog, the masthead lights of which he immediately made known' to the officer in charge, but before anything could be done to avert collision the strange steamer, which subsequently proved to be the White Star liner Oceanic, bound from Liverpool to Queenstown, route to New York, struck the Kincora almost amidships, little abaft the third batch on the port side.
The force of the blow from the bow of the Oceanic cut the Kincora down from deok to below the waterline, and the steamer heeled over the result of the impact. The crew, who were below, as well as Mr. Toppin, the passenger, were awakened by the crash and the smashing of iron plates and breaking of planks, and they rushed on deck just they had left their berths. On deck, they saw that the sleeping liner's bow penetrated like a wedge into the port side of their vessel, and that through the opening thus made the water was enormous pouring rapidly. Captain Power saw glance that his steamer was doomed, and in the next minute the engineers and firemen were driven out of the engine-room and stokehole by the inrush of the sea.
In the gloom of the night, above the sinking ship, were the glaring electric lights of the Oceanic, and peering down on the hopeless crew were hundreds of the passengers, whose frighted countenances too- plainly told of their anxiety for the. safety of the Kincora's crew. Meanwhile, Captain Cameron, of the Oceanic, had given orders for two lifeboats to be manned and lowered, and these orders were carried out with despatch that was most commendable. While this work was being executed, others of the crew had thrown lifelines from the forecastle head of the Oceanic to the men on the deck of the Kincora, and the latter were being hauled safely on board the liner, some of them, poor fellows, with nothing on them but a single garment.
In the space of about four minutes the Kincora had filled with water, and in the same brief space of time the crew of the Oceanic had hauled up the side of the liner twelve men. Two additional men were then pulled up, making fourteen, and almost immediately the damaged steamer disappeared beneath the waves, taking down with her seven poor fellows who had bravely waited their turn to come to be rescued.
According to the statements of the survivors, the Kincora foundered in five minutes from the moment she struck, and, this being so, it is gratifying to think that fourteen men were rescued in such a short time, especially remembering that the collision occurred night and during a fog. The lifeboats of the Oceanic hovered around the scene of the sad disaster until the coming on of daylight, but, unfortunately, nothing could be seen of any of the seven men who went down.. On board the liner the rescued men were treated most humanly, those in need of clothing, boots, etc., receiving them. The fourteen men lost everything they had.
A subscription was started amongst the saloon passengers for the widows and orphans of the poor fellows who lost their lives, and sum of £160 was collected. The names of the drowned men are Blair, Fakes, Collins, M'Namara, Enrique, Dutton, and Sacht.
Toe fourteen survivors are Captain Power, First, and Second Mates Aidred and Calivett, Fires and Second Engineers Yorston and Marten, Quartermaster Rand, Donkey engine Driver Donnelly, Seamen Barry, Kerrett, Fitsgerald, and Jones; Mr. Toppin, of Manchester, passenger, and two stowaways, named Connor and Mitobell.
The Oceanic had on board, in addition to the mails embarked at Liverpool, 310 saloon passenger, 240 second cabin, and about 400 steerage passengers. In consequence of experiencing dense fog when approaching the Tuscar, the Oceanic's engines were going dead slow, and her steam whistle kept continuously blowing. In fact. everything was done on the liner to ensure immunity from collision.
Liverpool Daily Post, 9 August 1901.
With her damage confined to a dew dented plates on her port side two feet over the waterline, Board of Trade officials at Queenstown passed her as clear to proceed on her voyage and with a total of 308 First, 238 Second and 582 Third Class aboard, Oceanic resumed passage at 3:00 p.m. on 8 August 1901 and arrived at New York at 12:43 p.m.on the 14th.
 |
| Credit: New York Times, 15 August 1901. |
Outbound from New York on 21 August 1901, Oceanic had 249 First, 139 Second and 265 Third Class passengers. Touching at Queenstown, 8:05-8:45 p.m. on the 27th, she proceeded to Liverpool. On the 28th, there were three White Star liners in port-- Celtic (20,904 grt), Oceanic (17,274 grt) and Majestic (9,965 grt)-- totalling 48,143 tons.
Oceanic was inspected by the German Crown Prince on 31 August 1900 in Canada Graving Dock:
On Saturday morning his Imperial Highness the H.R.H. Wilhelm, German Crown Prince arrived privately in Liverpool, for the purpose of making an inspection of the celebrated White Canada Star Grating Royal mail steamer Oceanic in the Canada Graving Dock. The German Emperor has for long time taken an interest in the great fleet of steamers of the White Star Line. Some years ago when the White Star liner Teutonic was present at an imposing naval review in the English Channel, fitted as mercantile armed cruiser with guns, the German Emperor went on board, and expressed to the late Mr. Ismay the great pleasure which the visit had afforded him, and how be was delighted with everything he saw on board the steamer. Since then cordial friendship has existed between the German Emperor and Messrs. Ismay, Imrie. and Co. At the launching of the Oceanic and Celtic congratulatory telegrams were received by the firm from the German Emperor. On the death of Mr. T.H. Ismay, the Emperor sent very sympathetic message of condolence with the family.
Liverpool Daily Post, 2 September 1901.
The Crown Prince embarked on the tender Magnetic and sailed to the Canada Dock, arriving around noon. Oceanic was then drydocked in the Sandton graving dock. Following the inspection, the Prince was entertained to lunched aboard. "In the course of the afternoon, when it became known that the Crown Prince of Germany had visited Liverpool for the purpose of seeing and inspecting the Oceanic, much satisfaction was expressed by all classes of the community. The act was regarded as a nigh compliment to a firm which contributes in no small degree towards maintaining the shipping supremacy of England." (Liverpool Daily Post).
Beginning the busy homeward exodus of Europe at the end of The Season, it took three sections of the White Star Express from London Euston to convey the record number of saloon passengers to Riverside Station on the afternoon of 4 September 1901. Indeed, on clearing Queenstown at 9:35 a.m. the following day, Oceanic had 418 First, 260 Second and 1,105 Third Class passengers to her credit, Pittsburgh steel magnate H.C. Frick among them. Arriving at New York at 4:03 a.m. on the 12th, Oceanic had cranked out a fine passage of 5 days 23 hours 25 mins. despite two days of stormy weather at the start of the crossing:
With her cabins full of people, the big White Star liner Oceanic, from Liverpool, steamed into port yesterday morning after a passage that. with the exception of about twelve hours, was about as pleasant a one as a voyager could wish for. The unpleasant part was due to some rather strong head winds and heavy seas that the great liner had to contend with on her second day out. On that day, which was last Thursday, the Oceanic was boarded by a huge wave, that, breaking over her bows, deluged the deck, knocked down a woman in the steerage, and finally wended its way into the saloon, where the stewards lost no time In repairing what little damage it did.The woman who was injured was a Mrs. Mary Radican. She had her shoulder dislocated, but was nearly well when the vessel reaches port.
New York Times, 12 September 1901.
With a total of 2,298 people, including crew, aboard, Oceanic broke the record for the Port of New York for the most to arrive aboard one ship. Of the steerage passenger, the New York Herald said they "were Irish immigrants of the sturdy, red-cheeked type."
Oceanic 's cricket team remained winless, dropping their match on 14 September 1901 to Brooklyn Team B at Prospect Park, 127 to 33.
Oceanic's Blue Ensign and that of Celtic as well as the flags of all ships in New York Harbor were at half-mast on 14 September 1901 out of mourning for the death of President McKinley who succumbed to his wounds after being shot by an anarchist.
J. Bruce Ismay loved his Oceanic, indeed all the more so as she was his father's last passion to have built, and he and Mrs. Ismay, along with Mr. & Mrs. Bower Ismay, were among those embarking at New York on 18 September 1901, the party having come over just for the ocean passage (aboard Celtic) and still in deep mourning over the death of Lady Margaret Ismay. Before going aboard, J.Bruce Ismay "ridiculed the report that the White Star Line had been bought by J. Pierpont Morgan." Oceanic went out with only 168 First, 61 Second and 134 Third, showing that the autumn eastbound lull had truly set it. Oceanic arrived at Liverpool on the 25th (coming alongside the Landing Stage at 10:30 a.m., some three and a half hours late owing to fog), Ismay again repeating "an authoritative denial" of the sale of White Star to Morgan.
There were 396 First, 264 Second and 1,039 Third Class on Oceanic's 2 October 1901 sailing, and several of them complained, on arrival at New York, at 8:13 a.m. on the 9th, of being swindled by gamblers aboard both on the ship's pool for the daily run and various games of chance in the smoking room. One passenger claimed to have lost $100 in cash and $1,400 in IOUs "while playing a quiet little game with three men in a stateroom." These complaints were serious enough that Detective Mallon of White Star boarded the ship at Quarantine but no arrests were made.
 |
| Credit: New York Herald, 10 October 1901. |
On 10 October 1901 it was reported that this voyage was "the most profitable ever made" for White Star, netting a total of £25,126 from passenger fares alone against running cost of £7,000.
The Mersey-bound Oceanic cleared New York at 9:40 a.m. on 16 October 1901 with 240 First, 121 Second and 267 Third Class passengers and made Liverpool shortly after 8:00 a.m. on the 23rd.
The court action, brought by the Waterford Steamship Co., against White Star Line, had its first hearing on 26 October 1901 regarding the collision between Oceanic and Kincora.
The plaintiffs alleged that the Oceanic neglected to keep out of the way of the Kincora, and to take proper measures in due time to do so, and that she improperly attempted to cross ahead of the Kincora. They further charged those on the Oceanic with navigating their vessel at an immoderate rate of speed, and stated that they failed to atop and ascertain the position of the Kincora. The defendants, on the other hand, stated that the Kincora neglected to go at a moderate speed, and that she failed to stop her engines and navigate with caution on hearing the fog signal of the Oceanic, that her helm was improperly ported, and that her fog signal was not properly sounded.
Liverpool Mercury, 28 October 1901.
On 29 October 1901 the Admiralty Division of the High Court rendered its verdict, finding both vessel equally to blame and both found to be steaming at excessive speed given the weather conditions, finding "that the view of the Oceanic as the correct one, and he had been very much impressed by Captain Cameron, who was a sailor of the highest skill and experience. He thought the Oceanic's regulations as regarded lookout were as good as they possibly could be; she was fitted with an automatic steam whistle, which enabled her to give proper sound signals. It appeared to him that the conduct of the Oceanic was well worthy of the magnificent vessel she undoubtedly was". (Liverpool Daily Post, 30 October). But she, like Kincora was found to be steaming at a speed in excessive of reasonable stopping power in such conditions.
 |
| Credit: New York Herald, 7 November 1901. |
Oceanic departed Liverpool on 30 October 1901 and Queenstown the following day at 11:30 a.m. with a good list of 347 First, 258 Second and 521 Third Class, with W.K. Vanderbilt, author Max O'Rel and Mr. and Mrs. Marshall Field aboard. Oceanic got arrived at Sandy Hook Bar at 12:45 a.m. on 6 November but had to anchor until light before coming into the harbour, a case of "hurry up and wait" for she accomplished her fastest westbound crossing to date, logging 5 days 17 hours 50 mins with daily runs of 17, 502, 494, 492, 501, 515 and 260 nautical miles. Mr. Vanderbilt was met by the New York Central tug S.R. Calloway at Quarantine. The voyage was marred by an accident to crewman William Failey who whilst painting the rails and after gear, slipped and had his foot caught in the steering gear which had to be amputated by Surgeon Dr. O'Loughlin. The saloon passengers made up a purse for the unfortunate seaman, totalling $900.
"Titled people" featured in Oceanic's 13 November 1901 departure from New York, including Lord and Lady Claud Anson, Sir Fred Young and Lord and Lady Strathcona, among the 234 First, 83 Second and 293 Third Class aboard. Calling at Queenstown, 2:30-3:00 p.m. on the 19th, Oceanic arrived at Liverpool the following day.
The Oceanic, of the White Star Line, arrived at the Landing-stage yesterday morning, amid drizzly and uncomfortable weather, which was only mitigated by the excellent arrangements made for the disembarkation by the White Star officials and the Dock Board chargés d'affaires. By the overhead bridge, covered and secured against wind and rain, and by the staircase, enveloped in pigskin, the passengers passed into the examining baggage room or the station, with practical acquaintance with November chills: or damp. The liner was well patronised, the Christmas cheer and hearty homes of England drawing many to this side thus early on.
Liverpool Daily Post, 21 November 1901.
Taking leave of Liverpool for the last time that year on 27 November 1901, Oceanic called at Queenstown the following morning and on departure at 10:19 a.m., had 210 First, 125 Second and 339 Third Class aboard for New York where she arrived at 6:45 a.m. on 4 December. Among those aboard was novelist and dramatist Gilbert Parker. "The steamship Oceanic arrived here safely from Liverpool yesterday, notwithstanding the story started on Monday that she had been reported as lost at sea. She bore no marks of rough usage, and, baring a little rough weather, the voyage was without incident." (New York Tribune, 5 December).
Christmas in the Old County being the object of more than a few of her 159 First, 169 Second and 636 Third Class passengers, Oceanic cast-off from Pier 48 at 7:30 a.m. on 11 December 1901. Among those aboard were Irish Republicans John E. Redmond, Thomas O'Donnell and Patrick A. McHugh; "a crowd of enthusiastic Irishmen were on the pier when she sailed, and cheered Redmond repeatedly. Mr. Redmond and his associates responded to the cheers of their followers on the pier by waving their handkerchiefs and hats." (New York Tribune, 12 December). Calling at Queenstown 4:30-5:00 p.m. on the 17th, Oceanic arrived at Liverpool the next day.
In 1901, Oceanic made 12 westbound crossings carrying 14,446 passengers and 12 eastbound crossings carrying 9,753 passengers or a total of 24,202 passengers.
 |
| Oceanic anchored in the Mersey. Credit: facebook.com |
1902
With a glittering passenger list, especially for the season, Oceanic sailed from Liverpool on 22 January on her first voyage of 1902. Among those aboard (totalling, after the call at Queenstown the next day, 273 First, 128 Second and 246 Third) were pianist I.J.Paderewski and Madame Paderewski, Sir Henry Geary, Governor of Bermuda, and Lady Geary, and Sir Edward Colebrooke. Oceanic finally got them to New York at 8:11 a.m. on the 30th, almost a day behind schedule after a long and stormy crossing of 7 days 2 hours 29 mins with three days recording fewer than 400 miles.
Veteran sea-crossers were able Only report at meals aboard the White Star to giantess, Oceanic, which arrived yesterday a from Liverpool and Queenstown, about astern of her schedule. She ran into day weather that her commander, Capt. J. Cameron, says was as bad as he has ever seen, and he knows what weather is. Friday, when the liner was a day out from Queenstown, she did nothing but pitch and roll, occasionally shipping a sea crest.
Ignace Jan Paderewski, who had a piano his suite, was somewhat startled to see in it get adrift, as the sailorfolk say, and start in pursuit of him (at least, that's what the agent declares). Victor Hugo, not present because of postmortem engagements, could not describe the marvellous eccentricities of the piano as he once told about the gun that got aboard a sailing craft in the time of loose the French Revolution. But the press agent made an effort, telling each reporter a separate and distinct story, to improve on Hugo. The fact seems to be that the piano did rise on its after legs, likewise on its fore, and that it gave a fair imitation of a storm, in the key of high C while it was leaping athwart ships and tumbling fore and aft.
New York Herald, 31 January 1902.
The white Star liner Oceanic, which was due from Liverpool Wednesday morning, reached her pier on the North River at noon yesterday. Extremely rough weather, which was a combination of northwest and northeast gales, snow squalls, hail and sleet storms, with tremendous seas, was the cause of the big ship's tardiness. Saturday and Sunday were the roughest days of the passage. For three northeast gales, accompanied by mountainlike seas, were encountered, rendering life about as unpleasant as can be imagined for a majority of the 401 persons in the cabin of the liner.
New York Times, 31 January 1902.
Jan Paderewski, the pianist, arrived yesterday with his wife on the Oceanic to tour the larger American cities and to supervise the rehearsals for his new opera, 'Manru.' According to present plans "Manru " will be presented at the Metropolitan Opera House about Feb. 11.
During the trip of the Oceanic Mr. Paderewski had a narrow escape from serious injury. In his stateroom he had a small upright piano on which to practice. The instrument was fastened to the floor by means of bolts. On the opposite side of the room was the bed of the virtuoso. In a heavy storm, which struck the Oceanic about 5. o'clock Friday morning, the piano was loosened by the rolling of the vessel, and the first the pianist knew he was awakened by a jar.
New York Times, 31 January 1902.
To accommodate Governor-General Geary and Lady Geary, the Quebec Steamship Co.'s Trinidad was held two hours to allow them to transfer to her for the voyage to Bermuda.
 |
| Credit: New York Times, 6 February 1902. |
Among the 303 First, 119 Second and 162 Third Class passengers departing New York on 5 February 1902 were J. Bruce Ismay and W.J. Pirrie of Harland & Wolff, "who had been in America to negotiate uniform freight rates." In reality, both had been in America to finalise the sale of White Star to Morgan. A dinner hosted by Mr. Widener at Philadelphia the same day was attended also by J.P. Morgan, Clement Griscom of the INN, Bernard M. Baker of Atlantic Transport Line, Mr. A.J. Cassatt, President of the Pennsylvania Railroad, H.H. Rogers of Standard Oil Co., and Mr. Henry Wilding, chairman of Leyland Line. It was at this dinner that the decision was made for the Morgan combine to acquire White Star Line. Oceanic called at Queenstown at 2:39-3:20 a.m. on the 12th and proceeded to Liverpool where she arrived late the same day.
Going out from Liverpool on 19 February 1902 and Queenstown the 20th, Oceanic had 187 First, 180 Second and 612 Third Class aboard:
Yesterday the Oceanic, of the White Star Line, left the Mersey for New York, with a large number of passengers on board. In the saloon list appeared the names of Sir Philip Burne-Jones, Bart.. who was accompanied by Mr. Gerald Duck worth and others. Sir William Martin Conway, Captain Adrian E. Graves. Sir Chas. Ross, Lady Ross. Mr. James C. Whittier, etc. Sir Philip Burne-Jones's appearance created much public attention among a large number of the elite of Liverpool who were present on the overhead platform of the Stage, whence a magnificent view of the great liner was obtained. Miss Burton, daughter of Mr. Miles Kirk Burton, secretary and general manager of the Dock Board, was also en voyage, her father being among the spectators. Dr. Robert Amory and others were on hoard. Sir Martin Conway is proceeding on one of his famous mountain-climbing expeditions, and is rumoured that Sir Philip Burne-Jones, in addition to the attractions of a holiday. has something special in hand.
Liverpool Daily Post, 20 February 1902.
Oceanic arrived off Sandy Hook at 11:15 a.m. on 26 February 1902, after making a good winter crossing time of 6 days 6 hours 13 mins. One passenger, Mrs. Collis P. Huntington, wife of the famous railroad magnate, set a record on arrival, declaring foreign purchases valued at $75,000 and paying about $31,800 in customs duty on them.
The Coronation of King Edward VII, originally intended to be in spring 1902, elicited an early "season": "The exodus of New York's people to attend the coronation began in earnest with the departure of the White Star line steamship Oceanic to-day. Harry Lehr, Mrs. L.ehr. Mrs. Norman Kellogg, Mrs. J. P. Kernochan, Mrs. Stuyvesant Fish, W. A. Hazard, wife and family: William MacKenste, wife and family; Francis. J. Otis, L.T. Pfister, F. C. Steffens and J. Louis Webb, all sailed on the steamship, and many more of New York's exclusive set will mail, it is said. at the end of the week." (The Evening World, 5 March). As events, and the King's health dictated, the coronation was moved from its original June date to 9 August, to the considerable disappointed of the "early arrivals."
In the middle of a snowstorm, followed by fog, sleet and rain, Oceanic sailed from New York, delayed 25 minutes by late arriving mail and baggage, at 2:25 p.m. on 5 March 1902 with 193 First, 78 Second and 164 Third Class passengers. Interestingly, among her First Class passengers was George Plate, President of North German Lloyd and Dr. H. Wiegand, Director-General of the line. On arrival at Liverpool the afternoon of the 12th, the Liverpool Daily Post surmised that "these gentlemen had been in New York on shipping business of importance, probably directly or indirectly connected with recent big shipping deals." Rumours were rife again regarding the acquisition of White Star Line by the Morgan combine.
At the onset of the traditional early spring immigration "season" to America, Oceanic cleared Liverpool the afternoon of 19 March 1902 and Queenstown the next day with 1,168 Third Class, "many were Scandinavians, a race who appear to do well in the United States." (Liverpool Daily Post, 20 March) in addition to 234 First and 204 Second Class. This trip saw the introduction of improvements to The White Star Express from London Euston:
A special train arrived from Euston with 120 saloon passengers for the Oceanic. It was really a train de luxe, there being four new drawing-room cars, each 50-ft. long. They were magnificently furnished throughout, and gave unbounded satisfaction to the travellers. They were inspected at Riverside Station by Mr. Graves and Mr. Sanderson, partners in the White Star Line. The parting scene between passengers on board and friends on the Landing-stage was one of great liveliness and enthusiasm, and handkerchiefs wore much in requisition in waving adieux.
Liverpool Daily Post, 20 March 1902.
Calling at Queenstown, 6:56-9:53 a.m. on 20 March 1902, Oceanic coursed westwards whilst rumours regarding the sale of White Star consumed the shipping and business pages of newspapers on both sides of the ocean she was crossing. She reached New York at 11:01 a.m. on the 26th.
Mrs. M. C. Gomez Farias, American wife of Valentin Gomez Farias, attaché of the Mexican Embassy at London, created some excitement among the cabin passengers of the White Star steamship Oceanic, in yesterday. The second day out she became delirious while on the promenade deck and ran about, screaming and waving her arms. Dr. O'Loughlin had her taken to her stateroom and kept there.
Her mother and her brother, William R. Chaffee of Boston, who were at the pier to meet her, said they would take her to a hospital here. She was reported to be dangerously ill.
The sick woman was eventually taken to Bellevue.
New York Herald, 27 March 1902.
Ostensibly on his annual long European holiday, J.P. Morgan was among the 270 First, 117 Second and 301 Third Class passengers sailing in Oceanic from New York at 1:40 p.m. on 2 April 1902, although in reality, his visit included numerous meetings to assuage British and European interests over the now assumed purchase of White Star Line. Oceanic, in fact, figured more than any one single vessel in the literal back and forths over the course of a year to achieve the epic acquisition. Mr. Morgan took three of the three deluxe staterooms-- X, Y and Z-- on Promenade Deck, "which he found full of flowers when he arrived about half an hour before the Oceanic sailed." (New York Times, 3 April 1902.). Charles M. Schwalb, president of United Steel, was among those seeing him off. On arrival at Liverpool on the 9th, Mr. Morgan could witness the epic enterprise he would soon control:
An idea of the vastness of the shipping trade of Liverpool may be gathered from the presence of a number of vessels, belonging to one fleet only, which chanced to be in port together yesterday. Besides the Oceanic, 17,274 sons, which arrived in the river from New York, and landed her passengers at the Stage early in the forenoon. there were in the Mersey the following steamers of the White Star Line: Celtic, 20,904 tons, just arrived from her Mediterranean cruise; Teutonic, 10,000 tons, on the point of sailing with the mails for New York: Cymric,13,096 tons, just returned from the builders' yard. and loading outwards for New York: Runic, 12.482 ton-, loading outwards for Australia: Nomadic (cargo and live stock steamer), 5.749 tons, loading outwards for New York: Magnetic, 618 tons, passenger tender: and Pontic, 395 tons, baggage tender. The total tonnage of these vessels exceeds 30,500 tons. an aggregation of shipping belonging to one firm. all in port at one time, and all in active employment, which is doubtless unique in the annals of Liverpool, and probably of the world.
Liverpool Daily Post, 10 April 1902.
The New York-bound Oceanic passed out of the Mersey late on the afternoon of 16 April 1902, and on departing Queenstown at 9:50 a.m. the next day, had 293 First, 257 Second and 1,186 Third Class aboard. She arrived at New York on the 23rd, passing Sandy Hook at 11:29 a.m..
There were 276 First, 273 Second and 441 Third Class tickets sold for Oceanic's 30 April 1902 sailing from New York, two of the purchased by I.J. Paderewski and his wife, returning to Poland for the premier of his opera "Manru" in Warsaw in May. Calling at Queenstown 7:01-7:33 p.m. on 6 May, Oceanic resumed passage to Liverpool, arriving there the next day. "The recent events in the shipping world greatly interested many of their Americans, and several were anxious to learn the latest details. None of the passengers, however, had anything new to communicate. Mr. Paderewski took part in a performance on board in aid of the Seamen's Orphanage. The amount realised was 125."(Liverpool Daily Post, 8 May.)
On 17 May 1902 the Liverpool Daily Post reported in anticipation of acquisition of White Star Line by the Morgan combine, that from 1 July Oceanic, Teutonic and Majestic would sail from Southampton instead of Liverpool which, of course, was five years premature in reality
Mrs. J.P. Morgan was among those sailing from Liverpool on the afternoon on 14 May 1902 and after Queenstown at 9:50 a.m. the next day, Oceanic went out to 257 First, 203 Second and 915 Third Class aboard. She arrived at New York at 7:28 a.m. on the 22nd.
 |
| Log abstract card for Oceanic's 28 May 1902 New York-Liverpool crossing. Credit: eBay auction photo. |
At the onset of the summer season, there was a good turn out for Oceanic's 28 May 1902 sailing from New York with 362 First, 204 Second and 832 Third and it figuring, as so often, in the society pages of the New York papers. Calling at Queenstown the evening of 3 June, Oceanic arrived at Liverpool at noon on the 4th.
The cellars of the Oceanic, when the vessel leaves Liverpool for New York, are stocked with 35.000 lbs. of lamb, real, beef, and mutton. 5.000 lbs. of ham and bacon, 5,000 lbs. of butter, 3.000 lbs. of fish. 1,000 spring chickens, 500 fowls, 300 capon, and the same number each of ducklings, quails, and young pigeons, 100 turkey poulets, and 100 brace of grouse, with half as many goslings. Add 25 tons of potatoes and barrels of four, with 2,500 lbs. of oatmeal, 2.000 lbs. of rice. 2,500 lbs. of coffee, 700 lbs. of tea, and 10.000 lbs.of sugar, and the total gives a rough idea of the immensity of the task which the big shipowners hare before them in sending out one vessel alone.
Liverpool Daily Post, 5 June 1902.
Outbound from Liverpool on 11 June 1902 and Queenstown the following morning, Oceanic had a fair list of 163 First, 189 Second and 570 Third Class who she landed at New York on arrival the morning of the 18th. Homewards, she sailed on the 25th with 336 First, 261 Second and 604 Third Class passengers. Touching at Queenstown at 5:40 p.m. on 1 July, she arrived at Liverpool the following day.
Amid continued rumours White Star's express service would be transferred to Southampton, Oceanic took her traditional Wednesday sailing from the Mersey on the evening of 9 July 1902, and calling at Queenstown the next day, went out with 296 First, 222 Second and 589 Third Class passengers, among them Admiral Yamaouchi of the Japanese Imperial Navy and Mr. Joseph Pulitzer and son, Ralph. Doing Daunt's Rock to Sandy Hook in 6 days 2 hours, Oceanic came alongside Pier 48 at 1:00 p.m. on the 16th.
Chicago meatpacker J. Ogden Armour was again aboard "his" Oceanic on 23 July 1902 from New York and in all, she left with 248 First, 220 Second and 392 Third Class passengers. Pausing at Queenstown 5:09-5:45 p.m. on the 29th, Oceanic arrived at Liverpool the next day.
Getting in a mid season drydocking between trips, Oceanic was all "shipshape and Bristol fashion" to accommodate "the boss" on her 13 August 1902 departure from Liverpool, J.P. Morgan returning home from a long European visit and making his first voyage in a White Star liner as its new owner:
The White Star liner Oceanic left the Mersey yesterday for New York, amongst her passengers being Mr. J. Pierpont Morgan. Travelling from Euston by the fast express to Riverside Station, Mr. Morgan was at the stage by four o'clock and on board the vessel five minutes later.
On stepping from the compartment in which he had journeyed from the metropolis on to the station platform he was met by Mr. Sanderson, of the White Star Company, in the absence of Mr. J. Bruce Ismay. Several press representatives approached Mr. Pierpont Morgan, but he waved them aside with the emphatic announcement: 'I have nothing to say, nothing at all.' Mr. Morgan, who was accompanied by his daughter and Mr. Robert Morgan, jun., at once made his way on to the Oceanic. Other passengers on board the liner were Mrs. Patrick, the noted actress Mr. J. Ogden Armour, Mr. C. A. Griscom, Mr. Arthur Lee, M.P.. Mr. R. P. Perkins, Mr. P. H. B. Widener, the Right Hon. Henry L. Potter and Miss Sarah Potter.
Liverpool Mercury, 14 August 1902.
Also aboard was IMM's Clement A. Griscom, J. Ogden Armour and Mr. P.H.R. Widener. The Liverpool Daily Post (14 August) reported that "the care of the railway officials to ensure absolute punctuality in the service was remarkable. Quite right that it be so, for Mr. Morgan enjoys an 'option of possibilities' as between Liverpool and Southampton which must be reckoned with." Oceanic, too, put in a smart performance, arriving at Queenstown at 6:45 a.m. On 14 August 1902 and off for New York at 9:40 a.m., she arrived there on the 20th, met at daybreak off Quarantine by Morgan's yacht Corsair:
On the trip over Mr. Morgan gave the lie to the story, cabled from abroad several weeks ago, to the effect that he had stopped giving tips because he regarded it as an evil habit by exceedingly liberal to those of the ship's company who were of service to him.
When the Oceanic got to her pier the Corsair slipped across in front of her, dressed herself in her best costume of gay colored flags and then fired a salute from her after gun. After the Oceanic was docked the Corsair was moored to the head of the pier and Mr. Morgan and Miss Morgan who returned with him, went aboard her.
New York Herald, 21 August 1902.
 |
| Credit: New York Tribune, 21 August 1902. |
Oceanic's crossing was unremarkable although a stowaway, William Clark, was discovered on the second day out. A cattle tender who had gone out on a cattle boat, he pocketed his return fare and stowed away, only to be put to work as a stoker for the rest of the crossing.
Oceanic's cricket team was again found wanting, losing in a match in Central Park on 23 August 1902 by 47 runs against the Kilkenny team.
With 172 First, 139 Second and 279 Third Class passengers, Oceanic left New York on 27 August 1902, among those aboard was P.C. Knox, Attorney General of the United States. Calling at Queenstown at 1:50-2:15 p.m. on 2 September, she got into Liverpool the next day.
The White Star liner Oceanic, which also left yesterday for New York, had among the saloon passengers Mr. C. B. Alexander, Mrs. Alexander, the Misses Alexander, Senator Mr. Cameron, B. Mr.. H. W. Carey, Mrs. Carey, H. Coxe, Mrs. Coxe, Monsignor Nugent, Mr. J. R. Roosevelt, the Hon. Herman Yerkes, and Mrs. Yerkes. A tug with the band from the Boys' Refuge accompanied the liner for some distance down the river. The hearty cheering of the lads and the strains of the band caused quite a futter amongst the passengers, who recognising the those world-known ecclesiastic, joined their plaudits to of the occupants of the tug. The Rev. Fathers Pinnington, Oldbam, and Byrne, and Messrs Egan, Martin, Ward, M. Fitzpatrick, Councillor Thomas Burke (Refuge Committee), with Mr. H.A. Pridgeon, governor; and Mr. M. Heron, bandmaster, formed part of the farewell deputation.'
Liverpool Daily Post, 11 September 1902.
From Liverpool on 10 September 1902 and clearing Queenstown at 10:25 a.m. the following morning, Oceanic coursed toward New York, having aboard an excellent list of 389 First, 262 Second and 1,194 Third Class. Perhaps to impress "the management" (J. Bruce Ismay being again aboard), Oceanic cranked out her fastest yet westbound crossing, clipping a 1 hour 8 mins. off her best mark and doing the run from Daunt's Rock to Sandy Hook (arriving there at 10:10 p.m. on the 16th) in 5 days 17 hours 50 mins. However, fog in the Bay compelled her to anchor there for the night and come up to Pier 48 the following morning. Yet, Kronzprinz Wilhelm, arriving the same day, set a new westbound record for herself of 5 days 11 hours 57 mins. and Lucania still held the alltime best westbound record of 5 days 7 hours 23 mins. J.P. Morgan was at Pier 48 to welcome Mr. Ismay on arrival.
J. Bruce Ismay, the Managing Director of the White Star Line, was a passenger on the Oceanic. He had been on the pier some time before he saw Mr. Morgan. They talked together few moments, and Mr. Ismay remained on the pier to look after his baggage after Mr. Morgan had gone away with his friends.
Mr. Ismay would not discuss the shipping combine, adding that this was his annual visit, and that he intended to play golf while here. While the Oceanic was on her way up from Quarantine Mr. Ismay Inquired as to the cause of what seemed to be a dense fog hanging over the harbor. It was explained to him that the soft coal smoke was responsible,
What a pity that exclaimed Mr. Ismay, when just at that moment a White Star Line tug came up alongside and emitted a great cloud of thick black smoke which drove Mr. Ismay. and the other passengers who were standing on the port side to the other side of the vessel. Mr. Ismay would not discuss the subject further.
New York Times, 18 September 1902.
It was a predictably light list-- 154 First, 138 Second and 229 Third Class-- booked for Oceanic's end of season departure from New York on 24 September 1902. Making Queenstown at 2:30p.m. on the 30th, she proceeded half an hour later to Liverpool, arriving the following day, 1 October.
Westbound traffic remained brisk and there were 378 First, 260 Second and 907 Third Class for Oceanic's 8 October 1902 sailing from Liverpool and Queenstown the next morning where she cleared at 12:45 p.m., slight delayed waiting for the 20-minute late mail train. Oceanic arrived at New York on the 15th.
 |
| Credit: The Evening World, 22 October 1902. |
Lingering coal shortages arising from a strike on the East Coast caused no real issues in getting Oceanic bunkered although her consignment did not arrive until early on 21 October 1902 and "men worked far into the night getting it aboard," in time for her departure the following morning. Indeed, the coal ports were not closed until she literally pulled off from her pier. She went out with 164 First, 88 Second and 301 Third Class, including Sir James and Lady Mackay. Making a smart call at Queenstown, 2:09-2:40 p.m. on the 28th, Oceanic got into the Mersey the following day.
Yesterday afternoon the Oceanic left the Landing stage for New York with a large and distinguished company on board. The Stage was crowded with passengers, sightseers, and impedimenta, the departures being on a very heavy scale for this season of the rear. The overhead bridge, flush with the station, was used, and this to a great extent facilitated operations. Two specials ran from Easton in connection with the liner and there was an enormous quantity of baggage. The height of social status in the States being gauged more or less accurately in this way.
Liverpool Daily Post, 6 November 1902.
Headlining Oceanic's passenger list from Liverpool on 5 November 1902 was Boer Commandant Wynand Charl Malan, Mrs. Mackay, widow of the John W. Mackay the famous Colorado "Silver King," and her daughter, accompanying his body home for burial, and C. Oliver Iselin, the famous yachtsman, going out to command Columbia in the upcoming America's Cup Race. On departure from Queenstown at 1:04 p.m. (again late owing to 34-minute tardy mail train) the next day, she went out with 314 First, 209 Second and 460 Third Class passengers, and arrived at New York at 7:24 a.m. on the 12th.
 |
| Credit: The Evening World, 19 November 1902. |
"Many titled persons aboard the big White Star boat" headlined The Evening World on 19 November 1902 after Oceanic sailed at 10:00 a.m. that morning, numbering John M. Armour, Lord and Lady Gordon-Lennox, Sir Audley Gosling and Lady Edith Playfair among her 173 First, 93 Second and 355 Third Class passengers. Sweeping into Queenstown at 7:55 p.m. on the 25th, Oceanic resumed passage at 8:22 p.m. to have her remaining passengers landed at Prince's Landing Stage the next day. It had been a rough trip over as reported by the Liverpool Daily Post (27 November): "On the voyage across the liner encountered fearful weather in mid-ocean. For three days there was a succession of gales, and the ship was well tried. but came splendidly through the ordeal. The weather was very dirty coming up the Channel, but there was not the slightest untoward incident on board."
The hardworking flagship got in another roundtrip before the year was out, clearing the Mersey late on the afternoon of 3 December 1902 with Andrew Carnegie and family, The Countess of Antrim and her son, Viscount Dunluce, among the total of 185 First, 134 Second and 489 Third Class passengers she had aboard on sailing from Queenstown at 1:37 p.m. the next day. She also brought over the rescued crew of the American schooner Lucy A. Davis, which foundered en route from Norfolk to Manchester, and rescued by the British steamship Brinkburn.
It was a rough trip across, hardly unusual for the time of year, and Oceanic and Kronprinz Wilhelm, due to reach New York on 10 December 1902, were no shows and the New York Tribune of 11 December erroneously reported that "this is first time the Oceanic has failed to reach port on Wednesday following her departure from Liverpool [it being in fact her second such tardy arrival] and that "the decks, sides, rigging and houses of steamers arriving her yesterday were covered with ice." Oceanic was finally sighted passing Fire Island at 12:45 a.m, passing Sandy Hook at 5:03 a.m. on the 11th. Despite the rough passage, Mr. Carnegie, who had been ill, told reporters the voyage had revived him and "He never felt better in his life." Oceanic reported heavy seas and head winds and storms of hail and snow across.
The steamships St. Paul and Oceanic left their piers this morning with the greatest Christmas mail that ever left America for Europe. Millions of packages and letters to be scattered through every' country in Europe were stored away in the big vessels. Santa Claus is aboard in earnest, and, strange to say, is on both boats. He will return overland with reindeer via Alaska.
Never before in the history of the postal service has such a rush been known. For a week the clerks in the foreign stations have had no rest from the almost countless mass of mail that has been thrown on them. It was piled into York from every section of the United States. Every train from the West and the South brought additional bags, and wagons were busy hauling the city mail from the sub-station to the foreign division.
Supt. Alex Haft says that such a rush has never been known in the department and that extra help has been needed to handle the mall. Among the myriads of letters are thousands of money orders and registered packages. On many pieces there is not enough postage and indistinct addresses. These facts and countless other blunders have made life a burden for the clerks who have handled the mail.
St. Paul and Oceanic are the last of the steamers that will reach Europe before Christmas. The former arrives at Southampton a week from to-day, and the Oceanic lands her mail at Queenstown.
The Evening World, 17 December 1902.
Taking out 129 First, 147 Second and 323 Third Class passengers from New York on 17 December 1902 as one of two "Christmas Boats" from New York that season, Oceanic was more headline for her epic mail consignment than her passenger complement. Oceanic's mail for Britain totalled 40,000 letters including 4,500 for Liverpool alone. Arriving at Queenstown at 12:28 p.m. On the 23rd, she resumed passage for Liverpool at 12:50 p.m. where she docked on Christmas Eve.
In 1902, Oceanic made 12 westbound crossings carrying 14,915 passengers and 12 eastbound crossings carrying 8,950 passengers or a total of 23,865 passengers.
 |
| Oceanic in Canada Dock, 1903. Credit: Merseyside Maritime Museum. |
1903
For a winter crossing, Oceanic had a glittering passenger list for her first departure of the year from Liverpool on 28 January 1903:
Only the other day allusion was made here to the constant succession of distinguished personages who pass through Liverpool on their way to various quarters of the globe. The White Star liner Oceanic, which left the Mersey for New York yesterday, has on board the Earl and Countess of Carnarvon, the Earl and Countess of Radnor, the Countess of Lathom, the Baron and Baroness Von Schroder, the Count de Langier Villars, Sir Charles Howard, K.C.B., Colonel Herbert Foster, R.E., military attache to the British Embassy, Washington, Colonel G. L. Andrewes, Colonel H. H.Whitney, Major J. M. Wingfield, D.S.O., Dr. S. J. Hillman, Dr. J. T. Windell, and M. Brown, M.P.Lord and Lady Carnarvon purpose journeying to San Francisco.
Liverpool Mercury, 29 January 1903.
Oceanic, which arrived at Queenstown at 9:25 a.m.on 29 January 1903, had to wait for the 37-minute late mail train and finally sailed at 1:05 p.m. amid rumours she had also suffered some breakdown which were unfounded. In all, she went out with 232 First, 131 Second and 341 Third Class passengers. Beset by head winds and heavy seas, she finally arrived at New York at 12:54 a.m. on 5 February, one day late. During the crossing, a cabin passenger, Norman Robertson, of Montreal, "suffering from nervous prostration," tried to jump overboard but was grabbed by three crewmen before he did and confined to his cabin for the rest of the trip.
Homewards on 11 February 1903, Oceanic's passengers (281 First, 86 Second and 214 Third) included theatre producer Charles Frohman. Touching at Queenstown at 3:21 p.m. on the 17th, she arrived at Liverpool the next day.
The America-bound Oceanic cleared the Mersey on 25 February 1903 and Queenstown at 1:05 p.m. the next day with 157 First, 162 Second and 485 Third Class. Crossing the Atlantic together, Oceanic and NDL's Kaiser Wilhelm der Grosse had dreadful passages across, hitting the tail end of a hurricane that raged for a week off the English coast, "Buffeted by huge seas that towered almost: to the "crow's nest' and broke the decks like the fall of a waterspout, the two big transatlantic liners Kaiser Wilhelm der Grosse and Oceanic arrived in port to-day, their passengers still with alarm over Neptune's ill -treatment.'(Evening World, 5 March 1903. Tellingly, the German liner took the brunt of the beating and suffered some damage but Oceanic was unscathed, the New York Herald noting she was "undamaged, being much bigger and stouter than the German greyhound." Both arrived on 5 March, a day late, Oceanic passing Sandy Hook at 8:29 a.m..
There were few takers for Oceanic's 11 March 1903 departure from New York-- 157 First, 68 Second and 236 Third Class and she departed at 6:00 p.m., making Queenstown at 12:55 a.m. on the 18th and arriving Liverpool late that same day.
During the voyage from New York of the White Star liner Oceanic, which arrived in the Mersey yesterday, a pathetic affair occurred. Amongst the steerage passengers were a Russian Finn and his wife, who were returning to their native country. It appears that the woman, who suffered from heart disease, died during the voyage, and that her husband, who was greatly affected by his sad loss, was beard to remark-'I will go to bed and die.' Not many hours afterwards he was discovered dead in his bunk. Both bodies were buried at sea.
Liverpool Mercury, 19 March 1903.
Leaving Liverpool on 25 March 1903, another late mail train at Queenstown the following day had Oceanic not clear there until 12:40 p.m., with 172 First, 165 Second and 1,163 Third Class as the immigration "season" commenced. She got into New York, passing Sandy Hook at 10:47 p.m. On 1 April and anchoring in Gravesend Bay for the night and proceeding to her berth early the following morning..
After one of the most, disagreeable voyages in her history the Oceanic, of the White Star line, reached port to-day with tales of wonderful icebergs sighted. But even the sight of icebergs did not recompense the passengers for the suffering they endured from the time they lost sight of land on the other side until they caught sight of the United States. Purser Russell said that he never saw so many cases of seasickness in a single voyage. There were 337 cabin passengers and 1,163 in the steerage. Despite the rough passage, all on board were reasonably well when the ship reached her pier. The icebergs were sighted on Monday, two of them six hours apart.
The Evening World, 2 April 1903.
With 206 First, 127 Second and 286 Third Class passengers but not J.P. Morgan among them as previously expected, Oceanic departed New York on at 4:30 p.m. on 8 April 1903, also going out with 1,126 bags of mail and $175,000 in specie. On arrival at Queenstown on the 15th, Oceanic reported passing an iceberg and smaller field ice on the 10th.
Making rather too good time from Liverpool on 22 April 1903 to Queenstown, where she arrived at 5:43 a.m., Oceanic did not depart there until 12:12 p.m. waiting for the arrival of mail train. She went out with 199 First, 243 Second and 1,168 Third Class and passed Sandy Hook at 5:00 p.m. on the 29th.
John W. Gates, head of the Steel Trust, and Mrs. Gates, Mrs. Bruce Ismay, and actress Ethel Barrymore headlined Oceanic's eastbound passenger list from New York on 6 May 1903 which comprised 241 First, 261 Second and 671 Third Class. Calling at Queenstown at 1:20 a.m. on the 13th, Oceanic arrived at Liverpool later that same day.
From Liverpool on 20 May 1903 and Queenstown at 1:40 p.m. on the 21st, Oceanic was again New York-bound, having aboard 160 First, 132 Second and 822 Third Class. They were treated to "an usually rough passage" across and sadly, one, Patrick Gibbons, aged 4, in the Second Class, died of convulsions, and buried at sea. Once again, Oceanic attracted more than her fair share of professional gamblers, but foiled when Purser T.H. Russell recognised them from past voyages:
Before the ship reached Queenstown, notice, was put up warning passengers not to engage in games of chance with strangers. The ship's officers had recognized five noted professional gamblers. The sign did not prevent any two of them from sitting down at times and starting a game of dice. Five pounds changed hands each time, as a rule, and when that amount had been shoved across the table onlookers were invited to participate. There was always a general declination.
Efforts to start games of poker met with like ill-success. No, I never play the game, was generally the answer of passenger when approached.
When the five gamblers left the ship they had their satchels Inspected at once and hustled away.
New York Times, 28 May 1903.
With a record number of Third Class eastbound passengers (1,125), including a large contingent of Scandinavian and Irish passengers, "the latter mostly girls going over for a visit, were on board."(New York Tribune, 5 June), Oceanic sailed on 3 June, having also aboard 324 First and 251 Second. She arrived at Liverpool on 10th.
Famous yacht owner Sir Thomas Lipton, along with W. Fife, the designer of Shamrock, contender for the America' s Cup, J.P. Morgan, Bruce Ismay, Sir Clinton E. Dawkins (IMM Vice President) and Henry Wilding (IMM general manager) were among those departing Oceanic from Liverpool on 17 June 1903. There were 174 First, 152 Second and 461 Third Class aboard on sailing from Queenstown at 12:25 p.m. on the 18th. The ship's arrival at New York at 12:14 p.m. on the 24th, slightly delayed by fog, was the occasion of a great welcome for Sir Thomas, who was met in the Lower Bay by his steam yacht Erin, packed with admirers, and, slightly less exuberantly, for J.P. Morgan whose own yacht, Corsair, rendezvoused with Oceanic just below the Narrows.
That the affection of New York for Sir Thomas Lipton has not diminished was shown this afternoon when he arrived. on the Oceanic. All the way from the Narrows to the White Star pier the big liner moved to the music of tooting whistles and hearty cheers.
Sir Thomas was delighted as a boy at the evidences of good feeling and announced that if he does not succeed in lifting the cup in August he considers it his duty to make another attempt.
J. Pierpont Morgan, also a passenger on the Oceanic, was quite overlooked in the furore that resulted when the Reception Committee that went down the bay to meet Sir Thomas climbed aboard the steamship.
Members of the Morgan firm met Mr. Morgan at Quarantine, and while Sir Thomas spoke of yacht racing Mr. Morgan conferred with his men of business about business and conditions in Wall Street.
The foggy weather outside retarded the progress of the Oceanic and it was past noon when the familiar scenes inside the Horseshoe greeted the eye of Sir Thomas Lipton. His steam yacht, the Erin, fully dressed with flags; was awaiting the Oceanic in the Lower Bay and escorted the big ship to Quarantine. J. Pierpont Morgan's Corsair, also bedecked with flags from stem to stern, swung in alongside just below the Narrows with the steam yacht Privateer, on board of which was the Reception Committee, composed as follows: R. A. C. Smith, Major-Gen. Chaffee, Gen. Barry, Gen. Corbin, Major Bird, Military Secretary of Gov. Odell and the Governor's representative; John D. Crimmins, David Barrie, Henry Siegel, B. J. Greenhut, Thomas Barrett, H. E. Taylor, John Arbuckle, Joseph Butler, E. C. Rand, J. R. Wilson, G.W. Scott, N. Y. Y. C., and H.Kier Davies, Sir Thomas Lipton's representative.
The Evening World, 24 June 1903.
J.P. Morgan, said to be in "a bad temper," refused all press interviews, leaving Bruce Ismay to tell reporters:
There is no crisis in the affairs of the International Mercantile Marine Company, as has been reported. There will be no reorganization. You cannot attach any' significance whatever to my visit to this country at this time or to that of Sir Clinton Dawkins, Vice-President of the corporation, or that of Mr. Henry Wilding, the European manager.
"We are simply making our semi-annual visit to hold a business conference with the officers on this side. The affairs of the company are in most excellent condition.
The Evening World, 24 June 1903.
IMM's Bruce Ismay, Sir Clinton Dawkins, Clement Griscom and Mrs. Griscom, Princeton University President Woodrow Wilson and Mrs. Wilson, Mr. & Mrs. Charles Scribner, Charles Gimbel and Marshall Field were among Oceanic's big list of 367 First, 275 Second and 682 Third Class passengers departing from New York at 12:30 p.m. on 1 July 1903. American Independence Day aboard resulted in a rather remarkable fracas as reported on the ship's return to New York later that month:
The White Star line steamship Oceanic, from Liverpool, this afternoon, brought back a story of troublesome times in the cabin on her last trip from this port. The story involved the singing of "God Save the King." and "Rule Britannia" on the Fourth of July, a demonstration by the Americans and Irish followed by Fourth of July speech J. Power Donellan, a New York lawyer. It was this speech which was crowded full of anti-English sentiment and contained references of "Pushing the English off American continent," that caused the trouble for the rest of the trip. The officers were not willing to speak of the trouble, though they admitted it took almost the whole deck force to prevent a riot and to protect the speechmaker from personal violence.
According to the man who told the story, there had been an entertainment on board on July 4 and there had been much singing of patriotic songs by the English. The songs appeared to be offensive and this soon aroused a sentiment far different from that described by our Ambassadors and diplomats as 'an era of good feeling.'
The Americans and the Irish, and there were many on board, brooded about the affair and two days later they got up a concert to which all the English passengers were especially invited.
All went well until Mr. Donellan, who had agreed to make a "hot" speech, got up. He fulfilled his part of the contract so well that the affair broke up in such an uproar that officers were sent hurrying to the scene and had to drag the speaker out.
Mr. Donellan began by reminding the English that there was one day when the latter could not sing "Rule Britannia" and "God Save the King" with as much feeling as on others.
'That day,' said he, as near as it is possible to quote him, 'Is July 4-the day dedicated to American Independence; a day of Liberty, when we drove the English from our shores and banished forever from this country the King of England and his flag. Our gallant ancestors watered the Tree of Liberty with their blood and cast out the English flag.'
He could get no farther. Pandemonium broke out. His sympathizers sprang upon the saloon tables, women waving their flags. A a hostile demonstration was made by the Englishmen, but it was when the speaker said the hoped that liberty from America's tree would soon be flourishing in Ireland that everyone went wild.
Woen shouted and leaped on tables. The speaker was surrounded. Blows were aimed at him and It was a scene of almost to riot when the officers broke into the room.
Purser Russell dragged the speaker down from his stand on the table. The stewards had to hold back the angry Englishman while the officers literally dragged Donellan on deck.
The fight was continued all the rest of the trip. An extra force of stewards was necessary to keep order. Whenever Donellan walked the deck after his talk he was surrounded by a self-appointed bodyguard. He thought about it was not safe for him to go alone. Every appearance he made on deck called forth a storm of hisses from his enemies and much cheering from the Americans and Irish. In fact, warmth the latter outdid the former in the of their demonstration.
This Ill-feeling spread throughout the cabin, and, indeed, the officers had their hands full. As howing how deep was the feeling on board it is said that Donellan when he disembarked at Queentown was followed by the cheers and hisses of many who remained on the vessel. The ship's officers were not willing to talk much of the Incident. but they admitted that it was a "hot" affair.
They are inclined to place the blame on Donellan, whom they say had no right to make such a speech on a ship under the protection of the British flag.
The Evening World, 22 July 1903.
Oceanic reached Queenstown at 8:12 p.m. on 7 July 1903 and she proceeded to Liverpool at 8:55 p.m., getting in the next day, the IMM officials again discounting rumours of a crisis within the combine.
Like his father, J.P. Morgan, Jr., "possessed of exceptional business ability," (Liverpool Mercury, 15 July) was a regular White Star traveller and among the 251 First, 182 Second and 405 Third Class passengers taking Oceanic to New York from Liverpool on 15 July 1903 and Queenstown at 12:42 p.m. the next day. Last minute embarks were Mr. & Mrs. William K. Vanderbilt, Jr. And child. All were treated to a "rough passage of 6 days 1 hour and 33 minutes… apart from the life in the saloons there was little to relieve the monotony of wind, rain, and fog, save a school of whales which appeared Tuesday some two hundred yards from the ship." (New York Times, 23 July). Oceanic arrived at New York at noon on the 22nd.
Clearing New York at 9:30 a.m. on 29 July 1903, with 241 First, 204 Second and 451 Third Class passengers including Mrs. C.P. Huntington and Frank Baden-Powell, the English novelist and brother of Gen. Baden-Powell, Oceanic made Queenstown at 5:38 p.m. on 4 August and carried to Liverpool at 7:05 p.m. To arrive there the following day. Her most anticipated passenger was notorious British company promoter Whitaker Wright being extradited, under custody of Scotland Yard agents, to face charge of embezzlement.
Bearing the last contingent of the Engah aristocracy come to view the contest for the America's Cup, the White Star liner Oceanic arrived in port today. Her saloon cabins were filled with returning Americans, who have spent he summer abroad.
The Evening World, 19 August 1903.
"Titled People" peppered the passenger list of Oceanic's 12 August 1903 sailing to New York, including the Earl of Shaftsbury and the Countess of Shaftsbury, the Countess of Orford, Lady Dorothy Walpole, and Lady Angela Forbes, many bound to New York to watch the America's Cup races, the Countess of Shaftsbury being sponsor and godmother to Shamrock III. In all, Oceanic had 232 First, 281 Second and 707 Third on clearing Queenstown at 12:45 p.m. the next day. She arrived at New York ay 10:57 a.m. on the 19th and met off Quarantine by Sir Thomas Lipton aboard his yacht Erin which accompanied the liner up to her berth.
The homebound Oceanic departed New York on 26 August 1903 with only 143 First, 105 Second and 285 Third Class, the busy westbound season at its end. Among those aboard was J.P. Morgan, Jr.. Getting into Queenstown at 11:40 a.m. on 1 September, Oceanic resumed passage by 12:15 p.m. To arrive at Liverpool the next morning.
It was a "full house" for Oceanic's westbound sailing of 9 September 1903, and she went out with 398 First, 263 Second and 986 Third Class passengers, including American architect Charles F. McKim, actress Ethel Barrymore (a true "regular" on the ship) and the Kent cricket team en route to a series of matches in the United States. It proved stormy passage, both at its onset and conclusion:
After having left England in such a severe storm that her pilot could not leave her, the White Star Line steamship Oceanic was again compelled to lay to for two hours yesterday during the gale which struck this vicinity before she could manage to get a Sandy Hook pilot aboard to bring her Into the harbor.
When the Oceanic left Liverpool Harbor she had John H. Whalen on board to guide her to the sea. As the steamer passed out of the River Mersey a terrific storm was raging, and Mr. Whalen asked Commander Cameron of the Oceanic to lay to until It abated some, so that he might be taken off. For twelve hours the ship waited, but there being no lull in the storm, Commander Cameron told the pilot he would be compelled to proceed on his voyage.
Pilot Whalen had no clothes with him except the ones he wore at the time, but after looking over the officers of the ship he found two who were about his size, and from them he borrowed enough cidthing to last him on the trip over.
New York Times, 17 September 1903.
Here, it should be clarified that the storm which prevented the pilot from landing was not on departure from Liverpool, but rather from Queenstown the following day. Clearing there at 1:15 p.m. on 10 September 1903, Oceanic made New York on the 16th, passing Sandy Hook at 3:33 p.m..
With a very light list of 88 First, 79 Second and 103 Third Class, Oceanic left New York on 23 September 1903, including the returning Earl and Countess of Shaftsbury. Touching at Queenstown at 3:10-3:25 p.m. on the 29th, she got into Liverpool the following morning, after "a very pleasant" crossing. On arrival, the Liverpool Daily Post commented on the depressed state of trans-Atlantic travel in general, that weighed heavily on the results of Morgan's combine:
There are very few Americans travelling just now, the reason assigned being that they are somewhat afraid to spend money owing to the condition of the markets and the cons quent unrest. The country itself is prosperous and stable, but there much restlessness among moneyed people, and fears are common to possible contingencies. The Steel Trust, with which Mr. Morgan is connected, is said to be in a somewhat in condition, and other matters are creating much anxiety. Tho general feeling soems to be that a great financier has gone down good deal in the estimation of other financiers, and there may, in consequence, about be trouble ahead.
Liverpool Daily Post, 1 October 1903.
Among those embarking Oceanic at Prince's Landing Stage on 7 October 1903 were the Earl of Orford and Lady Rodney, Miss Sackville West, Mr. & Mrs. J.H. Ismay (the second son of the late T.H. Ismay and sailing on their honeymoon), Marshall Field (again!) and J.L. Cadwalader. Departing Queenstown the following midday at 12:45 p.m., Oceanic coursed to New York with 230 First, 277 Second and 683 Third Class aboard where she arrived at 3:03 a.m. on the 14th.
Another sparse eastbound list went out in Oceanic on 21 October 1903, totalling 125 First, 127 Second and 372 Third. Oceanic got them into Queenstown at 12:22 p.m. on the 27th and Liverpool the following morning.
 |
| Credit: New York Herald, 12 November 1903. |
From Liverpool on 4 November 1903 and Queenstown the next day, Oceanic began her second to last voyage of the year with an average list of 249 First, 137 Second and 373 Third Class, among them Waldorf Astor, travelling as "M. Flory," William Butler Yeats ("Ireland's newest poet") and Dr. H.S. Lunn, Chairman of the Reform Club, who was coming over to arrange a visit by members of Parliament to the St. Louis Exposition in Arabic, Dr. Lunn eventually starting his own pioneering cruise travel business. Oceanic made New York at 6:45 a.m. on the 11th.
First Class passengers were scarce (85 in all), Second Class ones average (109) and Third Class better represented (549) on Oceanic's eastbound sailing of 18 November 1903, departing at 7:00 a.m.. After making "a rapid passage across the Atlantic," (Liverpool Daily Post, 25 November), Oceanic arrived at Queenstown at 11:26 a.m. on the 24th where she landed all her considerable mail, and off for Liverpool by 12:10 p.m., arriving there the next morning. Among those landing were Mrs. J.P. Morgan, Richard Croker, Jr., and Lord Elphinstone.
Embarking her passengers at Prince's Landing Stage at 3:30 p.m. on 2 December 1903, Oceanic cleared the Mersey early that evening for Queenstown (departing there at 2:25 p.m. on the 3rd) and New York with 170 First, 164 Second and 342 Third Class passengers. Those anticipating a wintry crossing to end the year were not disappointed and hitting a succession of gales, Oceanic was late, not being reported off Nantucket until 7:00 a.m. on the 9th, and did not pass Sandy Hook until 4:45 p.m. that evening and worse, on account of fog, was obliged to anchor until the following daylight adding further torment to her sea-weary passengers.
Soon after leaving Liverpool the Oceanic ran into a storm that whipped the waves into mountains of water. The gigantic ship, which is generally as steady as a church, was tossed about like a tug, and for three days few of the passengers were able to venture on deck. was a sudden lull in the storm Friday night, pale persons emerged from staterooms, and the tables at dinner were all occupied for the first time. After dinner a poker game was started in the smoking room, and about half the men on the first cabin list stood around to watch it.
Without, warning the storm revived. The first wave that struck the ship rolled over the bows, broke In a door of the smoking-room and admitted a considerable portion of the Atlantic ocean. The table upon which the poker game was being played was upset, chips strewn all over the place and over $300 in money was scattered.. With occasional lapses the storm continuing all the way across. Nothing happened outside of the routine after old Neptune took a hand in the poker game.
The Evening World, 10 December 1903.
The vessel's trip was exceedingly stormy, as a result of which she made a very slow passage. From the time she left Liverpool she encountered head winds. On Friday night a great sea struck her and almost enveloped, her. All of the movable things were thrown about the deck, and some of them washed. overboard.
A poker game was in progress in the smoking room at the time and the wave put a quick end to it. There were six players about the table, while a dozen people stood looking on. There was about £25 on the table when the ware broke open. the door of the room and drenched players and spectators, besides sweeping the cards and money on to the floor. A story was told of a waiter who was ascending the companionway when the huge wave struck the ship.
The waiter was carrying a tray on which was dinner for one of the passengers who was confined to his stateroom. The sudden lurch of the vessel threw the waiter down the steps, but he held the tray above him, and when he landed at the bottom not dish was disturbed nor a drop spilled.
New York Times, 11 December 1903.
Once again, Oceanic (and Kaiser Wilhelm II) were the "Christmas Ships" being the last to sail from New York to arrive on the other side with mail and passengers in time for the holidays and both would go out with record mail consignments from the port. Clearing New York at 5:30 p.m. on 16 December 1903, Oceanic went out with 1,733 bags of bags with 17,938 pieces of registered mail, $242,000 in silver, 183 First, 236 Second and 1,190 Third Class, of the latter, the New York Herald said they were "mostly happy Irish on a visit to their old homes, with baggage overflowing with gifts." Among those aboard was George S. Bowdoin, seen off at the pier by J.P. Morgan
There was the usual passenger who was too late. The gangway was about to be taken in, when a steerage passenger, with many bags, arrived in a carriage. The cabman could not change his five dollar bill, and while they were talking it over the signal was given, and the big vessel began to move. 'The man's plight attracted much attention, and he was soon surrounded by a crowd, many of them women, who offered advice. They begged that the man be taken on board, but officials of the line were unbending.
New York Tribune, 17 December 1903.
Pausing at Queenstown at 7:30 p.m. on 22 December 1903, Oceanic got into Liverpool the next day, alongside Prince's Landing Stage at noon. Of her Third Class passengers, more than 700 were bound for the Continent and despatched from Central Station, Liverpool, for Grimsby and thence steamer to the Continent. Of her mails, 590 bags were for Liverpool, Midlands and the North, 730 for the Continent and East and 220 for London, having dropped 200 bags at Queenstown.
Oceanic's officers and crew got to enjoy Christmas at home, the best present a seafarer can hope for, and White Star's great flagship concluded another busy year.
In 1903, Oceanic made 12 westbound crossings carrying 12,849 passengers and 12 eastbound crossings carrying 10,738 passengers or a total of 23,587 passengers.
 |
| Oceanic docking at New York, 1903 with Majestic outbound in the North River. Credit: shorpy.com |
1904
 |
| Credit: Liverpool Mercury, 28 January 1904. |
Making her first voyage of the year, her fifth in service, Oceanic left Liverpool on 27 January 1904. During her annual refit, she was the first White Star Line ship fitted with a full postal-sorting office, to meet the requirements of the U.S. Postal Service and following the lead of American Line. "In this way all the mails, even the latest arrivals, are landed in England ready sorted and packed for immediate despatch to their ultimate destination." (Liverpool Mercury, 28 January). Among Oceanic's 152 First, 130 Second and 224 Third Class passengers were Mr. and Mrs. Bruce Ismay and Sir Charles and Lady Ross. It was rumoured that Mr. Ismay was to succeed Mr. Clement Griscom as president of IMM.
 |
| Oceanic's new mail sorting office. Credit: GG Archives. |
Oceanic had a dreadful passage, and her slowest to date (7 days 6 hours), not reaching New York until 3:15 p.m. on 4 February 1904, a full 36 hours late, "and not a day passed that the wind was blowing a gale. A portion of the rail of the forecastle deck was swept away, this being the only damage she sustained." (New York Tribune, 5 February).
The Oceanic is wall-sided, wide and deep, and also has bilge keels to keep her from rolling; but even at that she was a bit unsteady under the continued assaults of hurtling seas, a few of which were lofty enough to climb aboard, carrying away about fifteen feet of the after rail. There were gales every day, some of them permeated with hail and snow. On Tuesday the blast was of hurricane force, and the ship made only 843 miles, her engines being slowed down at times to less than half speed.
New York Herald, 5 February 1904.
The White Star Line steamship Oceanic reached here last night shortly after dark, more than a day overdue because of the very bad weather experienced during almost the entire trip from Liverpool. Many of the passengers who are old sailors said on landing that they had never before passed such an uncomfortable trip, the sea having prevented them during almost the entire voyage from going on deck. On Sunday night the vessel passed through the hurricane, which reported by other vessels which arriving yesterday from Europe.
New York Times, 5 February 1904
With 111 First, 90 Second and 340 Third Class passengers, 1,200 bags of mail and $345,000 in silver dollars, Oceanic sailed from New York at 8:30 p.m. on 10 February 1904. Calling at Queenstown on the 16th, she arrived in the Mersey at noon on the 17th.
Sir W.J. Menzies and Lady Menzies headed a passenger list of 115 First, 167 Second and 410 Third Class passengers from Liverpool on 24 February 1904 and Queenstown on the 25th for New York. Oceanic arrived there at 12:27 p.m. on 2 March, in heavy fog and her immigrant Third Class passengers, disembarking onto three barges towed by the sidewheel steamer John E. Moore to Ellis Island, spent the best part of three hours trying to find Ellis Island in the murk. In the end, they wound up in Hoboken and having had quite enough, were taken back to Oceanic, at her pier, and put up for the night, before being taken, finally, to Ellis Island, for processing the following day.
The touch of spring brought a large crowd out to see the sailing of the big White Star line steamship Oceanic which left at noon. to-day for Liverpool. She carried many distinguished persons in her cabin and her main saloon was filled with magnificent floral gifts, There was one basket of orchids and roses about five feet In height and many others not so large but equally beautiful. Among those who sailed were Charles Steele, the partner of J. Pierpont Morgan, and family: the Count and Countess Paul d'Arinon. Lady Herbert. Shinook Imai, the Japanese Vice-Consul at Boston: Sir Thomas J. Shaughnessy, President of the Northern Pacific; Capt. W. V. Judson, United States MilItary Attache to the Embassy at St. Petersburg: William Butler Yeats, the Irish poet: Capt. Harmwood Banner. Mr. and Mrs. Henry B. Billings, Mr.and Mrs. Enrique H. Bunt. Mr. and Mrs.Wharton R. Collinge, R. L. Carwe-Read, Arthur J.Hodgson, Arthur F. Hosking. Major Maitland, Col. Andrew J. Monyhan, Robert A.McKee, Mr. and Mrs. Herbert E. Salt, Dr. Gordon Wilson and W.L. Wood.
J. Pierpont Morgan, his son and large party of friends were down to see Mr. Steele sail. Mr. Steele said that he was going abroad for pleasure and that he expected to be away four or five weeks.
The Evening World, 9 March 1904.
With 169 First, 85 Second and 276 Third Class passengers, 2,553 bags of mail and $440,000 in specie, Oceanic departed New York at 1:30 p.m. on 9 March 1904. After calling at Queenstown on the 15th, Oceanic got into Liverpool the next day, her mail consignment, still totalling 2,300 bags, less that landed at Queenstown, being described as one of the largest ever brought into the port in a single steamer.
If nothing else, the challenges besetting IMM made for plenty of executive experience with the product, and J. Bruce Ismay (newly appointed President of the combine) was once again a passenger aboard Oceanic on her 23 March 1904 voyage to New York:
Mr. Bruce Ismay, president of the Shipping Trust, was a passenger on the Oceanic, one of the favourite boats of the White Star Line. Five minutes before the Oceanic sailed he made his appearance on the elevated platform. coming through the trap door provided by the Dock Board from the lower to the higher platform. He was there accosted in his hurry to get on hoard, and replied, in answer to questions, that he had nothing to communicate beyond the fact that he was going to the United Stater. and would not be hack for about month. Otherwise he had nothing to state, and as coon as he had said nothing ' he hurried on board.
Liverpool Daily Post, 24 March 1904.
Clearing Queenstown at 12:35 p.m. on 24 March 1904 for New York, with 149 First, 156 Second and 1,056 Third Class passengers aboard, Oceanic got into New York at 12:07 p.m. on the 30th. She was met in the Bay by a cutter filled with newspapermen eager to pepper Mr. Ismay with questions about the beleaguered shipping combine he now headed, but got little satisfaction.
It was Bruce Ismay out and J.P. Morgan back as Oceanic continued her role as the "IMM Shuttle," and Mr. Morgan, accompanied by his daughter and Mr. & Mrs. H.J. Duveen sailed from New York 6 April 1904, seen off from the pier by J. Bruce Ismay and J.P. Morgan, Jr. . Mr. & Mrs. J.B. Harriman also being among the 179 First, 105 Second and 392 Third Class aboard. Three passengers were unintentional: Messrs. Dennis Murphy, William Moore and John Mecham were aboard to bid farewell to a friend, missed the final warning bell to disembark and went out with the ship. A tug dispatched to retrieve them failed to catch up with Oceanic and they wound up making the passage. Oceanic called at Queenstown, 5:52-6:35 p.m. on the 12th and made Liverpool the following day. She brought in a very heavy mail consignment--2,000 bags in all.
With the Governor of Bermuda, Major-General Sir Robert Stewart among her 187 First, 222 Second and 1,154 Third Class passengers, Oceanic left Liverpool on 20 April 1904 and Queenstown the following day for New York where she arrived on the afternoon of the 27th:
The Oceanic completed an uneventful voyage as she steamed slowly up the bay through the mist this afternoon and discharged a heavy complement of passengers. Many of those on board were foreigners connected with the exhibits at the World's Fair in St. Louis and they lost no time in getting to Jersey City and starting for the West.
The Evening World, 27 April 1904.
 |
| Credit: The Evening World, 4 May 1904. |
With J. Bruce Ismay again aboard (after having pruned and reorganised the combine to the tune of a reduction of $100,000 in salaries a year), Oceanic cleared New York at 10:30 a.m. on 4 May 1904 with 213 First, 226 Second and 495 Third Class. Also aboard was actress Marie Tempest, Mrs. Clarence Mackay and the Duke of Sutherland, as well as 1,050 bags of mail. Oceanic made Queenstown the evening of the 10th where she landed all her mails and proceeded to Liverpool, arriving there the next day.
The still busy immigrant season made up for weak westbound traffic and there were 1,018 Third Class fares sold for Oceanic's 18 May 1904 sailing to New York (Queenstown the next day at 12:35 p.m. the mail train being 25 minutes late) but only 199 First and 161 Second Class. In a not uncommon problem before the dredging of the deep water Ambrose Channel into New York Harbor, Oceanic like other big ships, was held up off Sandy Hook on arrival at 9:39 a.m. on the 25th was there was insufficient water over the bar to allow her pass and she had to wait for next high tide.
Oceanic numbered P.A.B. Widener, Sir James Rickett and Mr. & Mrs. J.H. Flagler among the 343 First, 215 Second and 841 Third Class (many being Scandinavians visiting home) on her 1 June 1904 departure at 10:30 a.m. from New York, inaugurating the summer season with a good list. Making a good passage, she made Queenstown at 8:15 p.m. on the 7th, and off again an hour later for Liverpool where she docked the following morning. "The passengers brought with them an immense quantity of luggage, and this was quickly dealt with and removed from the Stage. The scene at the Stage when the passengers disembarked was a very animated one." (Liverpool Daily Post, 9 June).
There was a spirited rate war on the North Atlantic that season and on 13 June 1904 White Star cut their Third Class rates, going from £3 to £2 15 s. on Oceanic. When she sailed from Liverpool on the 15th, she went out with 752 in Third Class and 224 First and 178 Second. Clearing Queenstown at 1:00 p.m. on the 16th, Oceanic arrived at New York at 10:53 a.m. on the 22nd. Among those disembarking was American golfer Walter J. Travis, who had recently won the English championship.
 |
| Credit: Liverpool Daily Post, 6 July 1904. |
Well nigh booked to capacity with 379 First, 250 Second and 1,188 Third Class passengers, Oceanic passed out of New York on 29 June 1904. Among her First Class passengers was Sen. Chauncey M. Depew of New York. Many of her Third Class passengers were taking advantage of the reduced fares to visit their former homes. Pausing at Queenstown 4:31-5:30 p.m. on 5 July, Oceanic made Liverpool the following morning.
SUICIDE FROM THE OCEANIC. On the arrival at Liverpool. on Wednesday. of the White Star liner Oceanic, it was reported that on Thursday last, the day after the vessel left New York, one of the steerage passengers sprang overboard, and was drowned, notwithstanding the prompt efforts made to rescue him by the steamer's boats. It is stated that the suicide was one of the emigrants who had gone out on the £2 rate, but had been refused admission to the States as unfit, and was being sent back in the Oceanic.
Liverpool Daily Post, 8 July 1904.
The New York-bound Oceanic cleared the Mersey late on the afternoon on 13 July 1904 and Queenstown the next day at 12:55 p.m., went out with 150 First, 124 Second and 579 Third Class. Putting in an excellent run, logging 6 days 26 mins. from Daunt's Rock, Oceanic passed Sandy Hook at 8:22 a.m. on the 20th. Off Quarantine, she was boarded by detectives looking for a young Bank of England clerk who had stolen £700 of the bank's money and believed to be travelling under an assumed name. He was found not to be aboard the liner.
Marshall Field, Senator P.C. Knox and Mr. & Mrs. George T. Lippincott were among the 216 First, 197 Second and 1,140 Third Class embarking Oceanic at Pier 48 on 27 July 1904 which arrived at Liverpool on 3 August.
There were 205 First, 266 Second and 966 Third Class fares sold for Oceanic's 10 August 1904 westbound sailing, and clearing Queenstown the next day at 12:35 p.m., she made New York at 8:00 a.m. On the 17th. Homewards, she left New York on the 24th with 193 First, 95 Second and 771 Third Class, among them American champion cyclists Marcus L. Hurley and Oscar Goerke, en route to the world championship races in London. She arrived at Liverpool on the 31st.
Oceanic's next crossing to New York, from Liverpool on 7 September 1904 and Queenstown the following day at 12:40 p.m., was predictably a well-booked one with the seasonal surge of homeward Americans, going out with 393 First, 257 Second and 1,191 Third Class with J. Bruce Ismay once again aboard, bound for New York "on ordinary business." Oceanic passed Sandy Hook at 3:51 p.m. on the 14th. Among those disembarking was H.H. Rogers, head of Standard Oil Co., and Mrs. Rogers, who were met at the pier by Mark Twain.
A light eastbound list of 153 First, 114 Second and 492 Third Class, included the returning J. Bruce Ismay, went out in Oceanic from New York on 21 September 1904. Oceanic landed all her mail and some passengers at Queenstown on the 27th, departing there at 6:40 p.m. for Liverpool where she docked the next day, delayed in coming alongside owning to fog:
The Oceanic, the famous White Star liner, arrived at the Landing-stage about noon yesterday. The voyage across the pond was delightful. Disembarkation arrangements were made for 7.30 a.m but it was noon when the vessel was moored. This was owing to a dense fog which prevailed off the vicinity of the bar, and a very low tide. The Oceanic took nearly two hours to come from the neighbourhood of Formby Lightship, the bank of fog being dense in that quarter. Among the passengers was Mr. Bruce Ismay, who appeared for the first time in the saloon list as Mr. Ismay and simple. Hitherto the name has been given in full-: Mr. Bruce Ismay." The great shipping magnate waited to the last to descend. He was disposed to talk on any subject except the Snipping Trust, with regard to which he was mute as the Sphinx.
Although Mr. Ismay did not directly refer to the Combine affairs, it is understood that his visit has been very satisfactory. The business is progressing well, and the future is regarded as full of hope. As to the rate war, it is believed that the Combine will make no move on its own account, but will await developments between the Cunard line and the Continental companies. The weight of battle entirely hangs there now.
Liverpool Daily Post, 29 September 1904.
There was a good crowd aboard Oceanic's next sailing to New York, from Liverpool on 5 October 1904 and Queenstown the following day, comprising 315 First, 256 Second and 1,205 Third Class. She was kept waiting at Queenstown for a 52-minute late mail, finally clearing there at 1:05 p.m.. Her most heralded passenger, at least on arrival at New York at 4:46 p.m. on the 12th was four-year-old J. Nicholas Brown, travelling with his mother, said to be the heir to a fortune worth $10 mn.:
 |
| Credit: The Evening World, 12 October 1904. |
The captain of the Oceanic may have thought that he was the boss of the ship on the voyage from Liverpool that ended in this port to-day but the real boss of the ship was one J. Nicholas Brown. This autocrat is four years old. He has blue eyes, blond, curly hair, straight, chubby legs, a winning smile, sweet disposition and something like $10,000.000.
Little J. Nicholas won everybody on board as soon as he stepped on the ship with his mother, maid and a man servant, By the second day out his control was absolute. He roamed from one end of the ship to the other, always jealously guarded, however. dine of the features of the voyage every day wag a shooting exhibition by the richest baby in the world. He used a little air rifle and struck the bull's-eye frequently enough to demonstrate that he has a steady hand and a good eye.
The Evening World, 12 October 1904.
The Mersey-bound Oceanic left New York on 19 October 1904 with 180 First, 115 Second and 400 Third Class passengers, got into Queenstown on the 25th at 4:20 p.m. and resumed passage at 5:10 p.m. for Liverpool where she docked the next morning.
With an impressive list for the time of year, including British financier Sir Ernest Cassell, Oceanic departed Liverpool on 2 November 1904 and Queenstown at 1:30 p.m. the next day with 332 First, 195 Second and 1,087 Third Class passengers to which she added two, when twin girls were delivered to Mrs. Mary Wilson, a Third Class passengers, during the crossing over. A mock election was held aboard (the crossing coinciding with the Presidential election in the United States) among the 159 American passengers with Roosevelt winning 141 votes and Parker, 18; mirroring the actual results of the election. Oceanic arrived at New York at 3:41 a.m. on the 9th.
Leaving New York at noon on 16 November 1904, Oceanic had among her 270 First, 97 Second and 608 Third Class, Commander F. De Letour Booth Tucker, commanding the Salvation Army of the United States since 1896. A parade the morning of the ship's departure accompanied Commander Tucker to Pier 48 where a crowd of 1,000 saw him off:
The farewell bade the Commander by his soldiers was no ordinary godspeed, as a corps of more than 1,000 Salvationists marched with him from the army headquarters in West Fourteenth Street to the White Star line pier. They marched singing to the pier, and the Commander, after a brief farewell address, went aboard the liner, and all the paraders who could crowd into the space, about 600, went out to the uncovered end of the pier and waited for the big liner to back out into midstream.
As the liner backed out into the stream, the departing Commander waved his goodbye from the promenade deck. and his their followers flags on and the cheered end of the pier waved loud and long. As the down the Oceanic straightened out on her way down the bay, the bands in chorus played sonorous Auld Lang Syne until the Commander was lost to view. His successor will be Commander Miss Eva in Booth, a sister of his late wife, and now in command of the army's forces in Canada. She will be formally welcomed on Dec. 6.
New York Times, 17 November 1904.
This proved to be one of Oceanic's roughest crossings, especially for an eastbound one and she did not make Queenstown until 7:57 a.m. on 23 November 1904; "after a most severe passage. She experienced north-easterly hurricanes and snowstorms for three days of such a violent character that it became necessary to slow down. Notwithstanding the terrible weather, the Oceanic reached Queenstown all well. On the 18th inst. The Oceanic steamed only twenty-five miles, thus prolonging her passage to 6 days 17 hours 50 minutes." (Liverpool Daily Post, 24 November). Oceanic landed the single largest mail consignment to date at the Irish port: 2,628 bags. Departing there at 10:30 a.m., she made Liverpool the following day.
The Oceanic, of the White Star line, arrived at the Landing-stage yesterday morning. Much interest centred in her home-coming. owing to the fact that she had very tempestuous passage.
The passengers narrated their experience, one of them, Mr. Davies, of the Iron and Steel Institute, describing the voyage as very pleasant, though a day or two New York the Oceanic encountered fearful weather. A sea, described by the watcher as of prodigious character, came rolling along and struck the liner with immense force. Big she is, the Oceanic quivered from stem to stern, and the roar of the avalanche of water created considerable alarm. There was only one big sea, but it was of such volume that damage and some consternation were inevitable. After the wave had passed off, and time given for, examination, it was found that portion the bulwarks had been carried away and that two portholes had been stove in. Water poured into the ship, and the vessel was hove to. The damage was quickly repaired, and the liner was able to proceed. The remainder of the voyage accomplished in rough weather, but no other tional incident occurred. The stability and comfort of the Oceanic were never more strongly tested than in the voyage just finished.
Liverpool Daily Post, 25 November 1904.
Departing Liverpool on 30 November 1904, Oceanic cooled her heels the following morning at Queenstown, arriving there at 9:25 a.m. but not sailing until 2:10 p.m. waiting on the mail train which was 1 hour seven minutes late. Her mail consignment was a record 3,634 bags, the most yet carried in one ship from Queenstown and Liverpool to New York. Oceanic went out with 196 First, 162 Second and 673 Third Class passengers and arrived, a day late, at New York at 7:49 a.m. on 8 December after a tempestuous voyage that also had passenger deaths:
A day late, as a result of bad weather, the White Star liner Oceanic got in yesterday morning. The began as soon as the Oceanic left Queenstown and after that it was a continual battle with wind and wave.
When the liner was in midocean on Saturday night one of the steerage passengers, Abraham Foostwyk of Holland, disappeared. It is not known whether the man fell overboard or committed suicide. On Tuesday night another of the Oceanic's passengers, Alexander Lott, of 60 West One Hundred and Twenty-ninth Street, a buyer for a New York firm, died of heart disease. Mr. Lott was returning from five weeks' business trip Paris. His widow was at the pier to meet him, not knowing of his death.
Shelby Neely, a Mississippi cotton planter, was is taken from the liner to St. Vincent's Hospital seriously ill of African fever. Mr. Neely went to South Africa to investigate the conditions for raising cotton and contracted fever.
The New York Times, 9 December 1904.
Among those disembarking was the great young British boxer Peter Jackson, "leading a bulldog with an outfit of gleaming ivories. The negro fighter and his companion attracted much attention on the pier." (The Evening World, 9 December).
Again that year's Christmas Boat, Oceanic's 14 December 1904 departure from New York went out sold out, indeed oversold in Third Class and with a huge mail consignment:
The White Star Line steamship Oceanic, which sailed to-day for and Liverpool, the Queenstown Christmas ship for England, and for that reason she went out with much mail and with so passengers on board that the company was forced to refuse passage to about seventy-five steerage ticket holders. There was a lively scene at the dock when the liner sailed. Christmas greetings were exchanged between dock and the Oceanic was far out in ship until the stream. There was some trouble getting the baggage on board and over for that reason about a dozen persons had to sail with only their hand baggage. The delay of trunks was due to the severe storm of the past two days which impeded traffic on the rail roads from the West. In some cases trunks did not arrive until after the vessel sailed, and in others they did arrive until too late to be put on not board.
The Oceanic carried 303 first, 240 second and 1,012 steerage passengers. A majority of the steerage passengers are Norwegians and Swedes from the West, who go to their former homes to Christmas with the old folks, returning again in February. When it became known that no more steerage passengers could be taken the officials had plenty of explaining to do explaining and resisting appeals to "allow one more on board.' Many of the financially well-fixed steerage passengers, on learning the they could not be accommodated in the steerage, took second-cabin tickets. In this way about one hundred more names were added to the second list.
The Evening World, 14 December 1904.
Oceanic went out with 1,733 bags of mail with 800,000 letters and 400,000 postcards and 18,401 pieces of registered mail, about 112 fewer bags than the previous year, as well as $340,000 in specie. It was a stormy trip across and Oceanic, delayed, arrived at Queenstown at 11:30 a.m. on 21 December 1904 where her entire mail consignment was landed. Then, she was further delayed on arrival at Mersey Bay the following day by fog:
The Oceanic, the incoming White Star boat, was very much delayed. She experienced bad weather coming across the Atlantic. and struck a dense fog on getting to the bar, where she remained at anchor. The two White Star liners were thus simultaneously delayed, some miles from each other, to the inconvenience of passengers desirous to reach their journey's end, but greatly to their safety. The Oceanic should have disembarked at 8.30 a.m. yesterday, and numbers Passengers of people were present in good time to meet friends, but the arrangements were all upset owing to the atmospheric conditions. If Sir Oliver Lodge's scheme for dispersing fog were in use in the Mersey Channel these drawbacks might be obviated. From inquiries made at the Prince's Landing-stage last night, it was ascertained that arrangements were being for the incoming liners, including the Oceanic and Saxonia to come alongside early this morning. The Oceanic, it is expected, will reach the Landing-stage about 7.30, should the fog lift sufficiently.
Liverpool Daily Post, 23 December 1904.
Oceanic was still fogbound all of 23 December, spoiling the holiday plans for all her passengers and indeed crew, who had endured a dreadful passage over already:
The White Star Roval mail steamer Oceanic, which is at present anchored off the Mersey Bar, unable to enter the river owing to the thick fog. has had a terrible voyage across the Atlantic, while two deaths and one birth occurred during the passage. She left New York on Wednesday week, and the weather was rough from the first: but the vessel made the average speed until last Saturday, when a south-west hurricane came down on the vessel and gradually wore around to northeast, and it lasted for two days. Several of the passengers who had crossed the Atlantic many times before agreed that they had never seen weather like it in all their previous voyages. The water was like mountainous wall on both sides of the Oceanic, and it was only due to the vessel's great strength and seagoing qualities, and the splendid handling of the liner by Captain Cameron, and the seamanship displayed by the officers and crew that no disaster occurred to the vessel or passengers. During the voyage two of the third class passengers William Crosby and Arthur were coming home to spend. Christmas, died at sea from heart and Crosby's trouble. Leary's body being buried at sea and Crosby's has been brought on. One of the second-class passengers gave birth to a child. During the hurricane passengers remained below and for two days and nights the Oceanic plunged through the mountainous waves at reduced speed.
Liverpool Daily Post, 24 December 1904.
Oceanic and Lucania finally reached Prince's Landing Stage on 24 December 1904, barely in time for Christmas.
At 10.40 on Saturday morning the fogbound White Star liner Oceanic came alongside the Prince's Landing-stage, and a was closely followed by the Cunard Company's steamer Lucania. The arrival of the vessels was witnessed by a large crowd, and much excitement prevailed.
Liverpool Daily Post, 26 December 1904.
In 1904, Oceanic made 12 westbound crossings carrying 15,206 passengers and 12 eastbound crossings carrying 12,389 passengers or a total of 27,595 passengers.
 |
| Oceanic in the Mersey. Credit: Merseyside Maritime Museum. |
1905
A bit "beaten up" by two successive rough winter crossings, Oceanic earned a spot of rest and refit as did her officers and crew. One significant improvement fitted during her overhaul was "the wireless Marconi system of telegraphy. Much interest was taken in the new departure by the White Star Line in this respect, the installation being regarded as experimental, a new aerial system of wires was introduced, the ordinary pole not being in evidence. Something in the shape of a harp was extended from the mainmast to the after mast, which will received the ether wave, and it is expected may prove more efficient than the other form hitherto in voyage, although the present installation is only a short distance one." (Liverpool Daily Post, 2 February). Here, it should be noted that White Star was actually well behind most steamship lines in adopting wireless capability to their ships. Baltic would be the next line vessel so-fitted and then four additional ships in turn.
Returning to service on 1 February 1905, Oceanic cleared Liverpool (and Queenstown the next day) with 163 First, 163 Second and 646 Third Class passengers, including J. Bruce Ismay and family, tobacco baron J.B. Duke on his honeymoon and Henry A. Bowring. After what the New York Herald (9 February) called "a chatty trip," Oceanic arrived at New York at 3:20 p.m. on the 8th. A family of six, from Denmark, was removed from the ship and taken to the Reception Hospital, all having contracted measles. One passenger, Frederick W. Gibbs, entered Capt.Cameron and his officers at his home in Montclair, New Jersey including "a sleigh ride through the Oranges and later were entertained at dinner. "(New York Tribune, 12 February.
Theatre producer Charles Frohman was again aboard, one of the 194 First, 58 Second and 148 Third Class passengers sailing in Oceanic from New York at 2:00 p.m. on 15 February 1905. When she docked at Prince's Landing Stage on the afternoon of the 22nd, she landed no fewer than 2,149 bags of mail, 1,600 of which were put on a special train from Riverside Station for London. This was the first voyage which summarised weather conditions on the Atlantic en route on the passage per Marconi messages from the ship.
 |
| Credit: The Daily Telegraph, 22 February 1905. |
The New York-bound Oceanic cleared the Mersey late on 1 March 1905 and Queenstown the next day, having aboard 171 First, 187 Second and 1,137 Third Class passengers, including Lord Strathcona, High Commissioner for Canada, and a company of Russian actors headed by M. Orleneff and Mme. Nasimoff, coming over to present "The Chosen People" in the United States." It was another horrendous winter crossing for the ship, indeed said to the worst she had encountered, and she did not arrive at New York until 8:12 a.m. on the 9th, 12 hours overdue:
 |
| Credit: The Evening World, 9 March 1905. |
The Oceanic of the White Star line, arrived to-day twelve hours overdue and bringing a. record of the roughest voyage in her history. For two days the passengers were compelled to remain below decks. When the storm abated the big liner ran into a fog which impeded her progress.
She left Liverpool on March 1 and enjoyed fair weather until last Saturday when she ran into a gale that whipped up enormous seas. Her decks were washed from stem to stern and all passengers were kept below.
The gale increased in violence on Sunday. Two boats were smashed on the main deck and a seaman was thrown down by a wave and badly Injured. Few of the 350 first cabin passengers appeared in the saloon for the Sunday dinner.
On Monday the storm subsided, but the seas continued high. Yesterday morning 200 miles off Nantucket the Oceanic ran into a fog that held her to half speed until she reached Sandy Hook.
The Evening World, 9 March 1905.
Three professional gamblers were discovered aboard and prohibited by the captain to engage any of the passengers in games of chance, including posting stewards at their cabin doors to ensure they did not so in their rooms as well as the smoking room, etc.
Leaving New York on 15 March 1905 with 179 First, 47 Second and 154 Third Class passengers, Oceanic passed Brow Head at 7:55 p.m. on the 21st, and "after a very fine passage, " docked at Liverpool the next afternoon. Among those aboard was Mr. Bruce Ismay and Miss C. Ismay and Oceanic landed 2,400 bags of mail, 1,832 destined for London by special train.
 |
| Credit: New York Tribune, 6 April 1905. |
With a total of 142 First, 153 Second and 1,181 Third Class passengers, Oceanic coursed westwards from Liverpool on 29 March 1905 and Queenstown the following day, arriving at New York at 12:48 p.m. on 5 April:
The Oceanic reached port yesterday after a smooth voyage from Liverpool. Captain Cameron said that he sighted eighteen icebergs on April 4 between longitude 43:40 and 52:16 west. The great floating ice mountains were 70 and 190 feet in height. They were seen both north and south of the Oceanic's course. Captain Cameron said also that the French liner La Bretagne reported having seen four big icebergs between longitude 41.30 and 50 west.
Mr. and Mrs. John S. Phipps, Miss Phipps and Captain Frederick E. Guest of the First Life Guards comprised a party on board the Oceanic.
New York Tribune, 6 April 1905.
Oceanic's departure from New York on 12 April 1905, with 177 First, 108 Second and 209 Third Class passengers, was enlivened by parting sweethearts:
Love's good-by kiss to-day came near to causing Julius McIntyre, a young businessman of Buffalo. to miss the White Star line steamship Oceanic. It furnished some amusement for those on the liner and on the dock.
McIntyre is engaged to be married to very pretty up-state girl. She was here to see him sail on a flying trip to London. Their marriage was set for May 1, and the wedding bells were about to ring when the young man was called to England on a matter of urgent business. He booked passage on the Oceanic and arrived at the vessel some before sailing time. When it came time for all to ashore the young man, accompanied by his bride-to-be, went to the pier. They stood talking near the gangplank when the signal was given to lower the plank.
"Good-by," the young man said, and there was a delay while they exchanged the last kiss. While this was going on the signal was given to "lower away," and the heavy planks were swung clear of the ship's side.
Then the man made dash to get back on the Oceanic. He made a motion as though to jump for It. but the distance was too great and he balked. All on the dock and those the Oceanic's rail watched with interest. It was only after a delay that the officials of the line agreed to again raise the gangplank and swing it close to, the side of the vessel that McIntyre got on board. Even then he had to make a stiff jump and when he fell into the arms of two seamen who were waiting to catch him those on the dock and ship broke into cheers and handclapping. This was increased when the young man, with very red face, turned and kissed his hand in the direction of very pretty woman on the pier.
The Evening World, 12 April 1905.
When Oceanic got into Queenstown the evening of 18 April 1905 it was reported that at 11:00 a.m. on the 15th, a Third Class passenger, Henry Fowler, aged 35, of Dring, county Longford, Ireland, had committed suicide by jumping overboard, "every effort was made to save him, but without avail." (Liverpool Echo, 19 April).
The westbound Oceanic passed Mersey Bar in the evening of 27 April 1905 and on departure the next day from Queenstown at 12:40 p.m., had 180 First, 202 Second and 866 Third Class. Passing the Fastnet at 6:30 p.m., she reported the weather conditions as "Strong south-westerly winds, with heavy west-south-west seas and overcast weather." These conditions prevailed all the way across, yet on arrival off Quarantine on the evening of 3 May, passengers were greeted with unseasonably warm and sultry weather.
It was a bit of the "same old crowd" sailing aboard Oceanic on 10 May 1905 from New York with I.G. Paderewski, and Mrs. Paderewski, and son; and Mr. J. Ogden Armour and Mrs. Armour leading the passenger list that also included Lord Charles Beresford. In all, she went out with 253 First, 198 Second and 321 Third Class passengers. Making Queenstown at 11:00 p.m. on the 16th, Oceanic arrived at Liverpool the next day.
Westbound saloon bookings seemed a bit scarce that late spring and there were 179 First and 144 Second Class tickets sold for Oceanic's 24 May 1905 departure from Liverpool (and Queenstown the next day) but 702 Third Class ones. She got into New York on the 30th. Departing there on 7 June, Oceanic's 380 First, 249 Second and 843 Third Class passengers included Mr. & Mrs. Franklin D. Roosevelt (on their honeymoon) and actress Marie Tempest. Calling at Queenstown 11:44 p.m.-2:00 a.m. on the 13th, Oceanic arrived at Liverpool on the 14th.
Mr. & Mrs. J. Ogden Armour and Mr. & Mrs. W.D. Sloane filled out her westbound list (249 First, 194 Second and 422 Third Class) from Liverpool on 21 June 1905, and Queenstown on the 22nd, Oceanic arrived at New York on the 28th. Commencing her return crossing on 5 July, Marshall Field was once again aboard Oceanic, one of 370 First, 283 Second and 682 Third Class. Getting into Queenstown at 7:16 p.m. on the 11th, Oceanic cleared there at 8:00 p.m. for Liverpool where she docked the next day.
Westbound again on 25 July 1905, Oceanic had 277 First, 224 Second and 320 Third Class aboard on departure from Queenstown on the 26th. Her passenger profile was in a bit of rut, with J.P. Morgan and daughter Anna once again aboard and Joseph Pulitzer's Evening World relishing every detail of his arrival at New York on 2 August:
Accorded almost the same distinction that might fall to a ruling monarch and met by his splendid yacht Corsair, her deck bristling with captains of finance, J. Pierpont Morgan arrived here to-day on the White Star liner Oceanic. He was accompanied by his daughter Anna, his valets, henchmen and a train almost as large as the suit of a potentate.
The financier, upon whom Europe looks as the commander-in-chief of American finance, brought back with him a sartorial outfit as remarkable as the habiliments of any king. He also had stored in the hold of the great steamship art that he has been ransacking continent for, not to speak of a white plug hat, the caper the latest caper in headgear to be introduced by King Edward.
Long before the Oceanic shoved her nose through the Narrows the Corsair went down the bay to meet the incoming ship. The yacht was gaily decorated with flags and her deck was thronged with the many friends and financial aides of Mr. Morgan. Steaming out into the Swash Channel, the Corsair saluted the liner with a series of siren toots.
When the Oceanic reached Quarantine the yacht ran alongside to learn it was Mr. Morgan's disposition to be taken off. It was not. however, and he ordered that the yacht follow the steamship up the river to her regular landing, where the could get aboard, after disembarking on the White Star line pier.
Mr.Morgan signified that he had some little business to attend to in his office, after which he would board the Corsair and go to his summer home at Highland Falls. He also wished to arrange personally for the disposition of his luggage and his treasures in paintings, ceramics and fine statuary that he has been collecting during his European tour. He also wished to look after his 125 suits of clothes that were built for him by a London tailor. When the Oceanic reached her pier the Corsair was brought alongside the wharf and a lane cleared so to admit the financier's undisturbed passage from the gangplank of the steamship. He did not seem to be in a very bright mood and fairly snarled at the reporters and camera men.
As Mr. Morgan proceeded toward the end of the pier to get the Corsair he encountered an old watchman, who held him up. 'This way is reserved for Mr. Morgan,' said the old man, blocking the financier's passage. The banker tried to get by without explaining his identity, but the watchman was obdurate.
For five minutes he held the great man up until he nearly fumed with rage. At last an officers of the White Star line happened along and promptly fired the watchman for so annoyingly performing he duty and not knowing Mr. Morgan when he saw him.
The Evening World, 2 August 1905.
Contrary to custom, there was: no concert on the Oceanic coming over. A report was in circulation on the pier that this was because Mr. Morgan was opposed to such an entertainment. As organizer of the Mercantile Marine Company he is supposed to have something to say about the management of White Star ships.
The report was denied by officers of the liner, who said that Mr. Morgan was much disappointed when he learned that there was so little musical or dramatic talent among the passengers that there could be no concert.
New York Times, 3 August 1905.
Going out on 9 August 1905 with a desultory list of 143 First, 122 Second and 219 Third Class, Oceanic left New York for Queenstown and Liverpool, calling at the former on the 15th and arriving at the latter the next day.
Leaving Liverpool on 23 August 1905 and Queenstown a day later, Oceanic numbered 384 First, 252 Second and 706 Third Class as the busy westbound end of season traffic kicked in. She managed to get away on time despite a fire that brought out in the Third Class accommodation the morning of departure and "a very trivial one, and was speedily extinguished by the ship's own appliances."(Liverpool Echo, 23 August). Oceanic arrived at New York at 4:35 a.m. on the 30th.
Playing the team of a new ship-- Cunard's Caronia-- proved no more successful than competing against more familiar foes, with Oceanic's cricket team losing 68-54 in Central Park on 2 September 1905.
Mersey-bound once again, Oceanic cleared New York on 6 September 1905 with only 110 First, 76 Second and 220 Third Class passengers. Calling at Queenstown on the 12th, she got into Liverpool the next day after a sunny and smooth trip over.
Headlining "The Rush to the West, Homeward Flight of Americans," in reporting the departure of Oceanic from Liverpool on 20 September 1905. the Liverpool Daily Post (21 September) said she "left the Mersey yesterday for New York with probably the largest complement of first-class passengers she has ever carried since her construction. She had about 400 saloon, her second-class accommodation was fully occupied, while a large number proceeded in the third-class department." On clearing Queenstown at 12:30 p.m. the next day, Oceanic went out with 386 First, 259 Second and 972 Third Class, arriving New York at 4:04 a.m. on the 27th.
Eastbound there were plenty of empty berths and on departure from New York on 4 October 1905, Oceanic went out with just 116 First, 91 Second and 203 Third Class aboard which, on arrival at Liverpool, was described as "a large number of passengers' by the Liverpool Echo, one of whom was the returning J. Bruce Ismay, who "looked in the pink of perfection physically, and, judging from his radiant physiognomy must have found all things to his satisfaction on the other side." Less satisfied seemed to be some of her stokers, 33 of whom were arrested on arrival for willful disobedience at sea:
On the arrival at Liverpool yesterday of the White Star liner Oceanic thirty-three of the fire. men were arrested by a large force of police, who were waiting for the ship, and conveyed to the Central Bridewell in two vans. Trouble, It appears, had arisen on the voyage from New York, the firemen alleging, it is understood, that a mistake had been made in their transshipment. In consequence of this they refused to work. On the firemen's behalf it is stated that they had gone to New York on one ship and returned by another, and that a question of wages had arisen.
The charge against them--of combining to disobey the lawful commands of the master is preferred under the Merchant Shipping Act, and it will be investigated by the Stipendiary Magistrate to-day.
The Guardian, 12 October 1905.
Thirty-three firemen from the White Star liner Oceanic were each committed to prison for seven days by the Liverpool stipendiary magistrate yesterday on a charge of combining to disobey the lawful commands of the master whilst on the high seas, on the 1st inst. and other dates. The men were arrested on Wednesday on the arrival of the vessel from New York. According to the prosecution, defendants shipped to New York on the White Star liner Republic, which was to proceed to Mediterranean ports from America. By a clause in the articles the men were to be transferred to another ship at New York at the same rate of pay.
They were transferred to the Oceanic, which was a mail steamer. On the homeward voyage they, it was alleged, refused to work because other firemen on the Oceanic were receiving a higher rate of pay. On behalf of the defendants it was pleaded that they did not act mutinously but in an error of judgment.
The Daily Telegraph, 13 October 1905.
The 33 men were found guilty and sentenced to seven days imprisonment at hard labour.
Headlining Oceanic's westbound passenger list from Liverpool on 18 October 1905 was Mr. Owen Phillipps and Mrs Phillipps, chairman of the Royal Mail Steam Packet Co. who would be returning via the West Indies on the maiden voyage from New York of R.M.S. Tagus. Also aboard was William P. Clyde, owner of the Clyde Line, and English playwright Arthur Henry Jones. On clearing Queenstown at 12:40 p.m. the next day, Oceanic went out with 196 First, 190 Second and 596 Third Class passengers, and arrived at New York at 1:55 a.m. on the 25th.
 |
| Credit: The Evening World, 1 November 1905. |
There only 120 First, 95 Second and 190 Third Class passengers booked on Oceanic's 1 November 1905 eastbound crossing with one in particular not booking return passage:
E. W. Davis, eighty-nine years old, who engaged passage in Chicago for England on the White Star liner Oceanic, was only allowed on the vessel to-day after tearful pleading on his part to be taken aboard so that he might die in his old home in Worcestershire, England. He had Invested what was left of his life's earnings in a steerage ticket for the sole purpose of being carried across the ocean to die in the village whore he was born. The old man was in a dying condition when he arrived here last night from Chicago, according to a physician who attended him at the Stevens House.
The proprietor of the hotel did not wish to take him in, fearing that he would die on his hands. The venerable man's pleadings, however, prevailed, and he seemed to gather strength in a night's rest. Davis was taken from the Steven House to the White Star Line pier in a baggage wagon. He was too weak to walk, and when Dr. O' Loughlin, the ship's surgeon, saw his weak condition he at first refused to allow him aboard the boat.
'I pray you, don't turn me away to die here alone and friendless,' cried the old man. 'I know I will live through the voyage and then die calmly in my old home to be buried in the village churchyard.' The surgeon could not resist this prayer, and a policemen and two deck hands carried the old man down to his berth in the steerage.
The Evening World, 1 November 1905.
Calling at Queenstown on 7 November 1905, Oceanic got into Liverpool the following day.
When Oceanic left Liverpool 15 November 1905 she did so without two of her booked passengers, John Scott and Philip Lang, who, on boarding were recognised by Detective Matthews as matching the description of two men wanted in the theft of £200. Both were arrested when it was found they had a lot of cash in their possession and were taken back to Glasgow. Departing Queenstown the next day, Oceanic had 216 First, 152 Second and 402 Third Class aboard. On arrival at New York on the 22nd, J.P. Morgan was at the pier to welcome home his daughter, Mrs. W.B. Hamilton and his grandchildren.
With 134 First, 118 Second and 516 Third Class passengers to her credit, Oceanic passed out of New York Harbor on 29 November 1905. Among those aboard was Peter F. Collier, publisher of Collier's Weekly, bound for a shooting holiday in Ireland. After a crossing with "rough and confused seas," Oceanic paused at Queenstown on 5 December, and docked at Prince's Landing Stage on the 6th; "mails and specie also arrived, and two trains were despatched from Riverside for Euston with great promptitude." (Liverpool Echo, 6 December).
The Oceanic was practically a Christmas ship. her departure enabling many to reach their distant homes in time for the Christmas holidays. A couple of passengers, who had arrived somewhat late, and were exceedingly anxious to return home, arrived just me the gangway had been partially withdrawn. The gangway was at once put back, and the two passengers quickly got on board, one of them remarking, would not have lost the ship for 1,000 dollars.
Liverpool Daily Post, 14 December 1905.
The Christmas Ship this year westbound, Oceanic's 13 December 1905 sailing from Liverpool attracted a glittering list that included the Hon. Whitelaw Reid, U.S. Ambassador to Great Britain, J.P. Morgan, Jr., and family, J.S. Chamberlain, W.H. Pullman, S.R. Lippincott and Lady Victoria Grenfell among the 216 First, 152 Second and 402 Third Class. Coming into New York in heavy fog 7:10 a.m. on the 20th, Oceanic had what some considered "a near miss" with a German merchantman:
 |
| Credit: New York Tribune, 21 December 1905. |
The Oceanic, which got in yesterday from Liverpool, had a narrow escape from being run down in main ship channel while entering New York Harbor. The vessel had passed the Hook and was steaming slowly in a dense fog. Suddenly a German steamship, evidently a tank liner, loomed up, crossing right under the Oceanic's bow, The Oceanic reversed her engines and backed out just quickly enough to allow the strange steamship to pass across her track. The passengers said it was a narrow escape, but the officers declared there was plenty of room.
New York Tribune, 21 December 1905.
Christmas was spent in New York for a change, Oceanic sailing on her last crossing of the year on 27 December 1905 with 168 First, 74 Second and 174 Third Class passengers.
In 1905, Oceanic made 12 westbound crossings carrying 13,371 passengers and 12 eastbound crossings carrying 7,742 passengers or a total of 21,113 passengers.
 |
| Oceanic at Liverpool. Credit: Merseyside Maritime Museum. |
1906
Her eastbound crossing bridging the Atlantic, and for the first time for her, the old and new years, Oceanic had a stormy arrival on the other side, having to enter Queenstown Harbour properly as it was too stormy outside, where she dropped all 2,498 bags of mails which were sent onwards by special train at 7:00 p.m.. She got into Liverpool at 10:00 a.m. where the Liverpool Echo provided a proper write-up of her trip across:
The Oceanic, of the White Star line, arrived at the Landing stage to-day with a large number of passengers in all classes for this season of the year. Having landed heavy mail at Queenstown the usual busy mail scene here did not occur.
The Oceanic encountered foul weather on but the it was across, reported in Liverpool that there was way with heavy seas and high winds, very exceptional experience for the time of the year. Off the Irish coast the rolling mountains high.
The Oceanic brought over large quantity of specie. The total amount was $1,500.000 in silver bars, and kegs of Mexican dollars, etc. It made quite a formidable array on the Stage, Although such an amount of money lying about there was no fear of any it being stolen, because it was well guard, for one thing. and the weight of each bar was such that only strong man could move short distance with it.
A special specie train was despatched after 1 p.m., the precious metal being claimed and padlocked outside, a well locked and barred in the usual way. The carriages appeared to be empty when one got a glimpse of them, the dollars and specie being, of course, accommodated on the floor.
Liverpool Echo, 3 January 1906.
Following her traditional winter drydocking, Oceanic was scheduled to resume service with her departure from Liverpool on 14 February 1906. At very short notice, this was taken, instead by Cedric as was Oceanic's next advertised sailing, 14 March.
Finally resuming service on 11 April 1906, Oceanic cleared Liverpool that afternoon with some excitement:
This afternoon, while the White Star liner Oceanic was at the Landing stage, preparatory to sailing for New York, a man fell overboard into the Mersey. He was said to have been a passenger, and to have fallen over the top deck. The river police boat Argus, which at the time, picked the man out of the water in a very exhausted state. The incident caused great excitement among the crowd on the stage.
Liverpool Echo, 11 April 1906.
Later reports confirmed that the man was able seaman Stephen Barge of Oceanic, who fell overboard bringing in the ship's lines, and he was initially carried away by the strong ebb tide, but promptly rescued by Argus, and returned to his ship. A number of Oceanic's passengers had arrived that same day aboard Arabic from a Mediterranean cruise and were just able to transfer to her for return to New York. Among them were Mr. & Mrs. Frank C. Clark, Mr. Clark being the well known American cruise pioneer who had chartered Arabic for her cruise.
 |
| Credit: New York Herald, 20 April 1906. |
Following her call the next day at Queenstown, Oceanic went out with 209 First, 140 Second and 1,156 Third Class. She arrived off Sandy Hook the evening of the 18th, but was prevented from coming in as the channel, being dredged was full of mudscows, docking the next morning. A passenger, Gen. E.A. McAlpin, reported that the ship a "narrow escape from an iceberg on Tuesday morning. Gen. McAlpin said it was foggy as late as 9 o'clock and that suddenly while the ship was going full speed ahead, the temperature lowered and the lookouts reported ice to port and starboard. There loomed out of the fog very close ahead an iceberg 40 feet high, said Gen. McAlpin. Capt. Cameron said the ship passed some floating ice, but on the log it was recorded that a berg had been seen."(New York Herald, 20 April).
On her first eastbound crossing of the year, Oceanic left New York on 25 April 1906 with 210 First, 79 Second and 229 Third Class passengers. This got her into Queenstown at 9:40 p.m. on 1 May and alongside Prince's Landing Stage the next day.
Outbound from Liverpool the evening of 9 May 1906 and Queenstown at 12:35 p.m. on the 10th, Oceanic coursed to New York a good saloon list of 180 First and 160 Second and near capacity 1,010 Third Class. She passed Sandy Hook at 12:19 p.m. on the 17th. In addition to her passengers and mails, she landed a consignment of gold worth $1.5 mn..
Going out from New York on 23 May 1906, with 238 First, 192 Second and 362 Third Class, Oceanic numbered among her passengers American (but British born) tennis champion Miss May Sutton who held the English National Championship off to defend her title at Wimbledon. Calling at Queenstown 8:26-9:10 a.m. on the 30th, Oceanic arrived at Liverpool on the 31st.
With no press notice, Oceanic slipped out of the Mersey on 6 June 1906 and Queenstown the next day with 127 First, 151 Second and 571 Third Class aboard. She got into New York on the 13th, reporting "a pleasant voyage," and among her disembarking passengers were W.D. Sloane, Mrs. & Mrs. Charles Scribner, Mr. & Mrs. Dillon Ripley and banker Charles Lanier.
It was a near "full saloon" when Oceanic cleared Pier 48 on 20 June 1906, at the peak of the eastbound summer rush, going out with 358 First, 263 Second and 480 Third Class in all, including Mrs. J.P. Morgan and daughter and Sen. P.C. and Mrs. Knox. Calling at Queenstown on the 27th, Oceanic was alongside Prince's Landing Stage the following morning.
American Independence Day, 4 July 1906, seemed an appropriate sailing date for Oceanic to New York and following her call at Queenstown the next day, she was off at 1:00 p.m. on the 5th with 168 First, 170 Second and 447 Third Class. Among those aboard was J. Bruce Ismay who announced to the press on arrival on the 11th: "The company intend to build six new steamships to compete for the North Atlantic passenger trade. The plans are not complete and the matter is still under consideration. The new vessels will be completed in three years," adding emphatically "that they would not be of the turbine type of engines." (Evening World, 11 July ).
Postmaster William R. Willcox, of New York, expressed himself as greatly pleased with the quick delivery of mail from the Oceanic on its last voyage. All previous records were broken in the transfer of the mail from the steamship to the mail boat. Mr. Willcox said:
'The total number of bags brought by this ship was 1,858, and the entire number was thrown down the chute to the mailboat in fifty minutes. The ship arrived in quarantine at 12.50 p.m., and the first bag of mail was thrown down the chute at 12.57 p.m., the last bag having been received at 1.47 p.m. The mail then hurried to Pier 13. North River, where it arrived at 1.55 p.m., and was promptly loaded into mail waggons for conveyance to the post office, the first of which left at 2.12 p.m., and reached the post office at 2.20 p.m., the result being that all of the letter mail addressed to persons doing business, or residing in the district of the general post office, this city, was delivered on the 3.15 p.m. carrier trip, and throughout the entire cite by carrier trips made at intervals between 3.15 and six p.m."
The New York postmaster added that Brooklyn and adjacent cities, well the whole country, had benefited by the quick transfer of the Oceanic's mail.
Liverpool Echo, 25 July 1906.
More extraordinary news during her turnaround was that Oceanic's cricket team won a match… defeating the Caronia's team 92-73 at Central Park on 14 July 1906.
The Mersey-bound Oceanic cast off from Pier 48 on 18 July 1906 with 313 First, 246 Second and 336 Third Class passengers including American shipowner William P. Clyde and the returning J. Bruce Ismay. Oceanic arrived at Liverpool on evening of the 26th
New York-bound again, Oceanic left Liverpool on 1 August 1906 and Queenstown at 2:25 p.m., the following day, late owing to mail train being 1 hour 45 mins. tardy in arrival. She went across with 258 First, 261 Second and 491 Third Class passengers whom she landed in New York on the 8th. Both she and Caronia (arriving the same day) reported passing two large icebergs, one 150 ft. high, and experiencing unseasonably cold weather across, down to 47 degrees on one day. "In the steerage of the Oceanic was young Irishwoman named Anna Dunn, who caused no end of trouble on the way over. She was suffering from religious mania, and her condition became so serious that she had to be put in the ship's hospital when the liner was in midocean. On arrival of the Oceanic she was transferred to the hospital at Ellis Island." (New York Times, 9 August 1906).
The eastbound Oceanic had only 89 First, 121 Second and 240 Third Class fares on departure from New York on 15 August 1906, calling at Queenstown at 1:22-3:40 a.m. on the 22nd where she landed some passengers and all of her mail, before resuming passage to Liverpool, arriving there the next day.
 |
| Credit: The Evening World, 5 September 1906. |
Prince's Landing Stage on the afternoon of 29 August 1906 witnessed the departure of American Line's Haverford and Oceanic. After calling at Queenstown, 5:57 a.m.-1:00 p.m., Oceanic steamed west with a good homeward bound list of 391 First, 257 Second and 917 Third Class passengers. After a capital passage of 5 days 21 hours, she arrived at New York on 5 September. As so often The Evening World made a wonderful story about what was, from all accounts, a deadly dull crossing:
The trip of the White Star liner Oceanic ending this to-day, was the dullest and most uninteresting ocean voyage to this port that ever happened, according to several of the passengers. Among these are Alfred M. Coats, of Providence, R.I., and Charles Duggin, this of city.
Mr. Coats was accompanied by his wife, two daughters and a son, three maids and four manservants. He had a pile of baggage as big as a grain elevator.
'In many trips across, complained Mr. Coats, I never struck such an understudy for a morgue as this ship has been. There wasn't enough sporting blood on board to get up a pool. What do you think of that? Not single pool could be made up on the whole trip.
The Sunday school people were in charge of the ship. The smoking room was deserted by all except myself and Mr. Duggan. We tried to get up several games of old maid but failed.
'Tis true,' agreed Mr. Duggan. 'Whenever I want to be reminded of this voyage again I'll go to the West Side Y. M.C.A. and listen a lecture on the Holy Land. There wasn't enough talent on the whole passenger list to give a concert.'
The Evening World, 5 September 1906.
Bent on their own brand of excitement, Mr. & Mrs. George W. Childs-Drexel, were among those embarking in Oceanic on 12 September 1905, who would board their yacht Alceda "on the other side" for a cruise around the world. In all they were among a paltry 77 First, 85 Second and 189 Third Class aboard, one of Oceanic's smallest lists to date. Stopping off at Queenstown on the 18th, Oceanic got into Liverpool the next day, arriving as Majestic and American Line's Merion were sailing, contributing "much life and movement at the Prince's Landing Stage yesterday," observed the Liverpool Daily Post.
 |
| Credit: The Evening World, 3 October 1906. |
There were sufficient homebound American tourists to round out Oceanic's list from Liverpool on 26 September 1906 and Queenstown the next day, going across with 385 First, 257 Second and 992 Third Class passengers, among them Mrs. J.P. Morgan and daughter. The Evening World did not disappoint in their coverage of her arrival at New York on 3 October:
J. Pierpont Morgan was on the pier to-day waiting for the tying -up of the steamship Oceanic on board of which was Mrs. J. P. Morgan and Miss Morgan, returning from Europe.
The British Hussars Band of Northumberland on board was playing "The Star -Spangled Banner" as the vessel swung in and every one in. the crowd on the pier took off their hats and cheered except Mr. Morgan, who stood with his two grandchildren.
A man standing near called Mr. Morgan's attention to his forgetfulness. The financier blushed and looked embarrassed. Then he took off. his hat and swung It like a windmill, letting out a yell that sounded like a yelp from the chief rooter at a football game.
The Evening World, 3 October 1906.
 |
| Log abstract card for Oceanic's New York-Liverpool crossing, 10 October 1906. Credit: eBay auction photo. |
Custom was again sparse eastbound with but 88 First, 91 Second and 214 Third Class passengers trooping up their respective gangways to embark Oceanic at New York on 10 October 1906, but she also had aboard 1,200 bags of mail and $225,000 in specie to her credit. Queenstown was reached on the 16th and Liverpool the following day.
Highlighting her passenger list (140 First, 274 Second and 776 Third) from Liverpool on 24 October 19064 and Queenstown on the 25th were Mrs. M.M. Rothschild, Miss I.F. Rothschild and Miss G.E. Rothschild and Mr. & Mrs. G.T. Lippincott and Rev. Charles F. Aked, the famous Liverpool founder of the passive resistance movement and opponent of the Boer War. Waiting on a late mail train, Oceanic finally passed out of Queenstown at 1:25 p.m. on the 25th, arriving New York on the 31st. She cleared New York on 7 November with 76 First, 70 Second and 198 Third Class, called at Queenstown on the 13th and arrived at Liverpool the next morning.
"With a large number of passengers, considering the time of year,"(Liverpool Daily Post, 22 November), Oceanic sailed from Liverpool on 21 November 1906 (Queenstown the next day) with 145 First, 146 Second and 848 Third Class passengers. She again cooled her heels at Queenstown, waiting on the mail train which was 1 hour 28 mins. late, not clearing until 1:35 p.m. and setting on a passage that added to her repertoire of epic North Atlantic tempests:
It was by sheer luck that Capt. J. G. Cameron of the White Star line steamship Oceanic, which arrived here last night from Liverpool, did not lose his life last Sunday morning, when a sea came over the starboard bow and knocked him insensible on the bridge.
Capt. Cameron was not the only one to suffer, for his first officer, Mr. Thomson, was badly cut about the face and shoulders by flying glass broken from the wheelhouse windows by the same sea, and a first cabin passenger, Miss Alice Hollander, a singer, was thrown to the deck so violently that her left ankle was sprained.
Passengers agreed that it was the worst gale they had ever experienced; even officers admitted that it did blow, and for the benefit of those who wished to let their friends ashore know just what happened the souvenir copies of the extracts of the log set forth that there had been a gale and a dangerous sea. It isn't often that such admissions are made by the ship's printer. The funnels of the liner were covered with brine when she came in.
The big fellow that mounted the bows of the Oceanic came shortly after 8 o'clock Sunday morning.
The Oceanic was doing pretty well against the head seas, but in spite of her height above the water the decks on the weather side were wet and early rising passengers were warned to remain in the saloons.
The sea that did the damage Capt. Cameron saw coming when it was several hundred fathoms off, but he thought that the vessel would rise to it. But a sea that came ahead of it was of no small proportions itself and the Oceanic's bow was just falling when the frosty headed monster arose and peeped over the bow. Further down went the bow and higher up came the big gray sea, curling as it approached the bridge. The crest of the wave struck the captain as he stood on the starboard side of the bridge, dashed him to leeward and threw him against the binnacle in the middle of the bridge. Capt. Cameron's head hit against the binnacle stand and he lay limp and insensible. The wooden stanchions that supported the canvas screen on the bridge were torn away and a piece of the timber struck the captain on the nose, cutting it badly.
Two seamen were on the bridge, and as soon as they could disentangle their commander from the canvas they carried him to his cabin and called the surgeon. It was nearly fifteen minutes before the captain was restored and more than an hour before the doctor would permit him to go to the bridge again.
Mr. Thomson was in the wheelhouse with the quartermaster. He saw the sea knock Capt. Cameron down and turned to leave the house to go to his assistance. Just then the wave struck the wheelhouse, stove in the window and sent the heavy plate glass flying in all directions. Mr. Thomson was so badly out as to give the doctor another job.
Miss Hollander was injured later in the day. She went out on deck and was thrown by a sudden lurch of the ship.
New York Herald, 29 November 1906.
While plowing her way through the worst weather met with on the North Atlantic lane in many months, the White Star liner Oceanic, in last night from Liverpool, was boarded by a giant wave which swept her decks, smashed in the heavy glass front of the chart room, and left her skipper, Capt. John G. Cameron, unconscious on the bridge. This happened on Sunday morning and marked the climax of a gale which kicked up mountainous seas.
The Oceanic left Liverpool on Nov. 21 and ran into a moderate gale, which died down on the 24th, only to return with increased fury on Sunday. At 8 a.m. Capt. Cameron and a seaman were on the bridge.The sea had been breaking over the vessel's bow and thundering along her decks. Suddenly a monster wave broke over her starboard bow and crashed onward in its course, flinging its crest higher than the bridges, some fifty feet above the water line.
Capt. Cameron was on the weather side of the bridge when the onrush of water caught him. He was fairly lifted off his feet and dashed against the binnacle. At the same time a part of the canvas protection on the bridge front, whipped by the wind, struck him in the face and cut a gash across his nose.
The unconscious commander was carried to his room. Dr. W. F. O'Loughlin, the ship's surgeon, revived him after fifteen minutes.
In the chart house were First Officer Thomson and the Quartermaster. Thomson saw the wall of water coming and he shouted a warning to his companion. Almost as he shouted the sea struck the heavy glass front of the room and shattered it. Thomson was cut about the face by the flying glass and had to be attended by the doctor. Ag soon as his injuries were attended to Capt. Cameron went back to the bridge and remained there most of the next twenty-four hours, when, according to the log, there was a 'fresh gale and dangerous sea.'
New York Times, 29 November 1906.
Oceanic arrived at New York on 29 November 1906.
Theatrical producer Charles Frohman was once again aboard Oceanic as were Lord Curzon, the Earl of Suffolk and Lady Suffolk and Marshall Field, Jr., sailing from New York 5 December 1906 in company with 210 First, 162 Second and an epic 1,055 in Third Class, of which no fewer than 800 were Scandinavians visiting their homeland for the holidays. Before she sailed, a Third Class passenger, Carl Hagen of Ottawa, tried to commit suicide aboard by slashing his wrists with a penknife, after drinking heavily before boarding. He was seen bleeding on the forward hatch by Third Officer Saunders and immediately attended to, being taken off the ship and committed to St. Vincent's Hospital. As befitting the season, Oceanic went with a tremendous mail, totalling 2,900 bags, as well as $1 mn. in specie. Calling at Queenstown at 1:30 p.m. on the 11th, she landed almost all her mails there, having enjoyed "a very fine passage from New York. It was not until the Channel was reached that the weather became at all boisterous and foggy." (Liverpool Echo, 12 December). Oceanic was off Prince's Landing Stage the morning of the 12th and two special trains were laid on from Central Station to convey her Scandinavians to Hull and final passage home.
There was time for one more westbound crossing for Oceanic, which cleared Liverpool on 19 December 1906 and Queenstown on the 20th, for New York, her 96 First, 113 Second and 477 Third Class passengers enjoying Christmas at sea and arriving at New York at 10:58 a.m. the next day. The New York Times provided a fulsome accounting of the last crossing of the year:
Two second cabin passengers who occupied the same room on the White Star liner Oceanic, which got in last night from Liverpool, celebrated Christmas together. The next morning one of them accused the other of having taken $13 from under his pillow The accused demanded vindication and sent a wireless message to Police Headquarters asking that he and his baggage be searched and the same search extended to his former friend.
Detectives Leeson and Aikman went down the bay in the Revenue cutter. When they got there they found that all charges had been withdrawn so their services were not required.
The Oceanic came in with her saloon decorated with holly, mistletoe and bunting, evidence of the Christmas Day celebration. There was a special turkey dinner on that day, and after it was over there was an entertainment, to which many of the passengers contributed to the amusement of the ship's company.
In the course of the voyage David Rappaton, a Russian passenger, died of heart disease. Rappaton was very desirous of reaching this country, but had been warned that his condition was such that the voyage might prove fatal.
New York Times, 27 December 1906.
In 1906, Oceanic made 10 westbound crossings carrying 11,713 passengers and 9 eastbound crossings carrying 6,271 passengers or a total of 17,984 passengers.
 |
| Oceanic in the Mersey attended by the tender Magnetic. Credit: Mary Evans Prints. |
Oceanic in Art
 |
| Oceanic by W.L. Wyllie. Credit: National Maritime Museum. |
 |
| Oceanic leaving New York, official White Star postcard, by Charles Dixon. Credit: author's collection. |
 |
| Oceanic by Antonio Jacobsen. Credit: MutualArt |
 |
| Oceanic by contemporary artist Emil Gut. Credit: shipsnostalgia |
 |
| Oceanic and Majestic at Southampton. Artist: W.L. Wyllie. Credit: MutualArt |
But as regards the Teutonic, Oceanic, and Majestic, there is widespread regret that vessels which have done so much to add to the fame of the Liverpool-New York service are cutting the bonds which connected them with the Mersey. Liverpool people are endeavouring, perhaps wisely, to console themselves with the reflection that the departure of these ships does not mean the removal of the Atlantic trade, or even a large proportion of it. The event, nevertheless, is not devoid of significance.
The Daily Telegraph, 23 May 1907.
Southampton has made a bold bid for the position of premier passenger port of the kingdom, and the transfer of the White Star is an admission that its pretensions cannot be ignored by those companies which hitherto have remained aloof.
It is admitted that the White Star Line have been influenced in their determination to come to Southampton by the advantage which this port confers upon the German shipping companies in the cultivation of Continental traffic, and that this supremacy will be challenged when the White Star liners have sailed from Liverpool and Queenstown to New York direct, and Continental trade, the great volume of which has been absorbed by the German companies, has been ignored. British interests are to championed by the White Star Line, and there will be the keenest rivalry between them and the German companies.
Southampton Daily Echo, 7 January 1907.
A year that witnessed the advent of Cunard's Lusitania and Mauretania, in size and speed, the first modern "superliners" which would elevate Cunard and the Red Ensign to pre-eminence, would also see the first real result of IMM ownership of White Star Line: the transference of their express route from Liverpool to Southampton in mid year. The move acknowledged changing immigration patterns to America with an increasing percentage from Europe and the new call at Cherbourg representing the first time British-flag North Atlantic line would call at a continental port as well as directly competing with the rising German lines. For Oceanic, this mid-life change did not diminish her reputation for on-time performance or her popularity even if now in the shadow of the new Cunard superliners.
1907
The second day of the New Year saw Oceanic departing New York with 146 First, 103 Second and 189 Third Class passengers. Among those aboard were Viscount and Lady Howick, Viscount Howick being the son of Earl Grey, the Governor General of Canada. Sailing at daybreak, her passengers boarded the previous evening, but one had second thoughts before departure:
 |
| Credit: New York Tribune, 3 January 1907. |
Shortly before daylight yesterday, as the White Star liner Oceanic was about to steam out into the North River on her way to Liverpool, a cabin passenger ran down the gangplank and rushed from the pier. He boarded the steamer overnight, arranged with the purser for his passage, and went to bed. According to a steamship official the man went through the same formality when the Baltic sailed recently, and from his description one of the steamship detectives identified the man as having made unsuccessful attempts to sail on other steamers. It is thought that fear of the sea prompted the man to leave the steamer hurriedly just as she was about to sail.
Long after the Oceanic had disappeared down the river an elderly woman stood on the stringpiece and waved a little black lantern, on which was painted the word Abbey. She said her son had sailed on the Oceanic against her wishes, and she wanted him to know that as long as she lived a light would be burning for him in the window at home.
New York Tribune, 3 January 1907.
Calling at Queenstown on 8 January 1907, Oceanic arrived at Liverpool the next day, the port reeling from the big announcement the previous day.
The big news of 1907 for White Star Line, and indeed for the ports of Liverpool and Southampton, was the announcement on 7 January that effective 5 June the Wednesday Mail Service (Oceanic, Majestic, Teutonic and the new Adriatic) would be transferred to Southampton, calling westbound at Cherbourg and Queenstown, and from New York, at Plymouth and Cherbourg. In effect, it put the White Star express service on the same routing long maintained by American Line and indeed marked the first example of IMM "competing with itself" and would eventually result in American Line withering and dying as White Star was always the "chosen one" of the combine. Further, it meant White Star directly competing with the German lines, NDL and HAPAG for their share of the expanding Continental immigrant trade. Finally, White Star's Canadian service and a strengthened "intermediate" service to New York would remain Mersey-based. The intermediate service, departing weekly on Thursdays would be held down by Baltic, Cedric, Celtic and Arabic, calling at Queenstown in both directions.
 |
| Credit: Liverpool Daily Post, 10 January 1907. |
Advance sailing schedules for the new Southampton service were published on 10 January 1907 showing Oceanic's first westbound departure from the Hampshire port on 19 June.
 |
| Credit: New York Tribune, 22 February 1907. |
Oceanic would lay up for her annual refitting and drydocking, not resuming service until 13 February 1907. She went out with 122 First, 209 Second and 613 Third Class, including the Right Hon. James Bryce, the new British Ambassador to the United States, and J. Bruce Ismay. Clearing Queenstown the next day, Oceanic had a "fairly good winter passage" and Ambassador Bryce pronounced he had "proved himself a fine sailor," arriving at New York at 8:31 p.m. on the 20th in the middle of snowstorm and not being able to dock until 9:30 a.m. the following morning. She, in fact, been expected the previous afternoon but "had met heavy weather most of the way across."
 |
| Credit: Liverpool Daily Post, 7 March 1907. |
Taking 163 First, 104 Second and 193 Third Class passengers, Oceanic sailed from New York on 27 February 1907. Among those aboard were actress Lillie Langtry and J. Bruce Ismay. On arrival at Liverpool early on 6 March, the Liverpool Echo reported:
The knowledge Mr. Bruce Ismay president of the American Shipping Combine lands adds interest to his movements. On the occasion his visit to the States been the nature of an ordinary business mission, in fact it was of two pilgrimages he makes to the other side of the Atlantic each year for the purpose of keeping currently well in touch with all phases of the gigantic, undertaking, in the conception of which in its present form the great American financier, Mr. Pierpont Morgan, played such an important part. The landing of Mr. Ismay from the Oceanic caused quite a buzz of mild excitement. His amiability of temperament and deserve of presence are as they to be, well known and appreciated. when he stepped ashore this morning he cordially welcomed not alone by his colleagues in the direction of shipping affairs at James Street, Mr. H. A. Sanderson and Colonel Concanon, but well by others on the Landing stage.As usual, Mr. Ismay was the despair of the all to draw him being summarily repulsed. He only had but a brief stay in New York, as he only left Liverpool by the Oceanic three weeks ago.
Liverpool Echo, 6 March 1907.
It was announced on 13 March 1907 Oceanic's longstanding master, Capt. J.G. Cameron, R.N.R., had been appointed chief marine superintendent at Southampton for the White Star and American line ships. Mr. F. J. Blake R.N.R., presently the assistant superintendent engineer at Liverpool was made superintendent engineer at Southampton.
Making his final voyage in command of the ship (and his last as a seagoing captain after 25 years and a seafaring career that began at age 16), Capt. J.G. Cameron took Oceanic out from Liverpool on 13 March 1906, after clearing Queenstown the next day at 1:10 p.m. (waiting on the 40-min. late mail train), Oceanic had 114 First 264 Second and 1,043 Third Class passenger for the crossing which concluded at New York on the 21st.
Clearing New York on 27 March 1907 with 150 First, 110 Second and 157 Third Class passengers, Oceanic afforded Capt. Cameron a routine last crossing which concluded at Liverpool on 3 April. It was announced on the 8th that Capt. H.J. Haddock, R.N.R., presently commanding Cedric, would now be master of Oceanic, in turn replaced by Capt. C. Bartlett, R.N.R..
 |
| Log abstract card for Oceanic's 10 April 1907 Liverpool-New York crossing. Credit: eBay auction photo. |
Her departure from Liverpool on 10 April 1907 again coordinated with the arrival there of Arabic from a 70-day Mediterranean cruise, allowing Americans to transship to her for New York, Oceanic was one of three liners, filled with immigrants, sailing that day, the others being Friesland and Lake Erie, "the Stage was packed with emigrants of all nationalities, struggling their way to the tenders by which embarked on the vessels lying in mid-stream," reported the Liverpool Daily Post the next day. Oceanic, on departure from Queenstown the next day, went out with 252 First, 301 Second and 1,083 Third Class passengers. She got them into New York at 1:53 p.m. on the 17th.
Oceanic's football team were defeated 4-0 by the Cameron Reserves at Flatbush on 20 April 1907.
Mersey-bound, Oceanic cast off from Pier 48 on 24 April 1907 with 251 First, 152 Second and 271 Third Class and arrived at Liverpool on 1 May.
The departure of the Oceanic yesterday from the Liverpool Landing stage created considerable amount of interest among sailors and firemen, and especially at the headquarters of their union, owing to the dispute which has arisen with the White Star Line and the firemen of the Oceanic. This was the lest voyage of the Oceanic from Liverpool previously to taking up her position on the Southampton station.
Liverpool Daily Post, 23 May 1907.
As a preamble to the ship being transferred from Liverpool to Southampton, the day before her final departure from the Mersey, 30 of Oceanic's stokers walked off the job after management refused to pay their rail fares from Southampton back to Merseyside. Thirty replacements arrived by train from Hull take their places and Commanded by Capt. Haddock for the first time, Oceanic was able to take her last sailing as scheduled on 22 May 1907. After her call at Queenstown, she had 150 First, 206 Second and 961 Third Class passengers aboard.
These three boats are the Teutonic, the Oceanic, and the Majestic. The two former have already said farewell to Liverpool. The latter is to leave the port shortly. Liverpool declines to shed tears over the loss of the Adriatic, on the ground that she has only made one, and that her first, trip from the Mersey.
But as regards the Teutonic, Oceanic, and Majestic, there is widespread regret that vessels which have done so much to add to the fame of the Liverpool-New York service are cutting the bonds which connected them with the Mersey. Liverpool people are endeavouring, perhaps wisely, to console themselves with the reflection that the departure of these ships does not mean the removal of the Atlantic trade, or even a large proportion of it. The event, nevertheless, is not devoid of significance.
The Daily Telegraph, 23 May 1907.
Oceanic arrived at New York 29 May 1907, "after a quick passage from Liverpool with a new crew," (New York Times, 30 May).
Just before 2:00 a.m. on 3 June 1907 fire broke out in starboard side of the Third Class whilst the Oceanic was lying at Pier 49 which the crew was unable to extinguish leading to alert the shoreside fire department which responded quickly with one engine company and the fireboat McClellan also soon alongside:
An anonymous warning reached the White Star a few days ago that an attempt might be made by the strikers to burn or otherwise injure the Oceanic, and for three days the watchmen at either end of the pier have been doubled. So far as known no one without a right to be there was on either the steamer or the pier last night, but one of the watchmen at the outer end of the pier said that in view of the warning to the company he thought that the fire might have been the work of some incendiary among the strikers.
While the dockmaster said that the fire had been confined to the after part of the steerage, members of the crew who came ashore said the fire had reached the cargo and that it was burning fiercely in a large consignment of glucose in one of the after compartments. If this was true the resulting damage, not alone by fire, but by water, probably will delay the sailing of the steamship. This would prove an additional considerable loss to the White Star Line, as the Oceanic is a mail boat, and there is a heavy penalty attached to any delay in getting the mails off.
When the fire apparatus arrived lines of hose were stretched from West street and two fireboats started to work. The blaze proved to be a stubborn one.
Officials who were summoned to the pier said while the firemen were at work that they could not determine whether or not the steamship would be able to sail on Wednesday, when scheduled to do so.
The vessel was still afire at 3 a. m.
New York Tribune, 3 June 1907.
Shortly before 2 o'clock this morning fire was discovered in the steerage of the White Star liner Oceanic, which was docked at t the foot of West Eleventh Street. Officers and members of the crew of the steamboat being unable to cope with the blaze with water obtained from the pier, sent in an alarm. Whey the fire apparatus arrived lines of hose were stretched from West Street and two fireboats started to work. The blaze proved to be a stubborn one. Officials who were summoned to the pier said while the firemen were at work that they could not determine whether or not the steamship would be able to sail next Wednesday, when scheduled to do so.
The fire was discovered by one of the crew who in going aft found smoke pouring out of the steerage section. He at once sounded an alarm, and Capt. Haddock had the men called to quarters to fight that fire. The fire hose and apparatus were soon gotten out and lines of hose laid across the decks. In the meantime an alarm of fire had been sent in, and in addition to the land fire fighting force, the fireboat McClellan was soon alongside pouring water into ship.
By this time it was evident that the blaze was getting a hold between decks, and a dense volume of smoke was pouring from hatches, companionways, and port holes. The officials of the company took immediate steps to prevent the spread of the fire to the pier, where much valuable cargo was stored. Men were set to work to get the bales of goods and cases away from that part of the pier near the stern of the vessel. A guard was placed at the street entrance to the pier to see that no one but the fire fighters could get down the pier. Owing to the longshoremen strike and the fact that the new men have been slow in handling freight there was much freight on the pier.
The fire was said to be under control, though a large volume of smoke was still pouring from the big vessel. The loss, it was stated, would probably be about $10,000 and the Oceanic would be delayed several days in sailing. There was tied up at the Bermuda line pier, just south of the White Star line one of their ships, and while no attempt was made to get her away the men stood by ready to take their vessel out into the stream at the first signs of danger.
The fire started on the starboard side of the steerage quarter on the orlop deck and it was confined to that section of the vessel. Practically all that section of the steerage quarters was gutted. The principal loss was by water. The officials of the International Mercantile Marine Co. which owns the White Star Line, will begin an investigation today to discover the cause of the fire. It is said that it was not caused by detective insulation of electric light wires.
There was some cargo stored on the orlop deck which was also damaged.
New York Times, 3 June 1907.
Discovered at 1:00 a.m. by John Hughes, a steward, the fire had broken out in compartment no. 7, fitted out westbound as steerage accommodation for 250 persons and although usually converted to cargo storage eastbound, it remained fitted with berths to quarter strikebreaking labor hired to help unload the ship during the longshoremen's strike prevailing in New York at the time. When the shipboard alarms had been sounded, the adjoining compartments had been sealed off by closing bulkhead doors but efforts by the crew to extinguish the fire proved impossible so shoreside alarms were quickly raised.
Before the blaze was extinguished , three alarms had been called and 25 firemen were overcome by thick acrid smoke which poured from the ship, caused by the burning of mattresses, the rubberised deck covering and cork insulation. The Evening World (3 June) reported that the blaze had started in no. 7 in compartments 11 and J in which were stored barrels of glucose. Oceanic had arrived in New York amid a longshoremen's strike and much of her inbound cargo was still aboard, being worked by her own crew and, anticipating trouble, 20 Pinkerton detectives had been stationed about the ship and the pier. Strikebreaking labourers, too, hired to work the cargo had been quartered aboard in the same section of the steerage where the fire was seated leading to suggestions it had been caused by carelessness.
As soon as the first engines had arrived on the scene under Chef Binns, a second and a third alarm went out with the fireboats George B. McClellan and New Yorker responding as well. They proved vital in checking the blaze when it was too smoky for firefighters to tackle the blaze inside the ship. Six men were overcome with smoke to such an extent "that they were revived with difficulty" on the scene by Oceanic's surgeon and at St. Vincent's Hospital.
After five hours effort, the fire was finally extinguished with White Star announcing that the damage had been confined to the aft section of the ship and that Oceanic would be able to take her scheduled departure on 5 June 1907, her first to Southampton. Damage was estimated to be about $5,000 but the structure of the vessel not effected. Down by the stern 14 inches, hose water was pumped out and trim restored. An initial investigation by the Fire Marshal indicated the cause of the fire was likely accidental, caused by the careless throwing away of smoking materials by the strikebreakers quartered in the compartment.
Oceanic left New York, on schedule, on 5 June 1907 on her first voyage to Southampton, going out with 289 First, 259 Second and 552 Third Class passengers as well as $500,000 in gold. Coursing to new destinations, she went over in 6 days 23 hours at an average speed of 18.44 knots, in fine weather until the Channel was reached, and arrived at Plymouth at 9:12 p.m. on the 12th. Landing 124 passengers and 1,120 bags of mail there, Oceanic was on her way by 10:10 p.m. for Cherbourg for 126 passengers and 301 bags of mail for the French port. Calling there at dawn the next day and leaving there at 7:00 a.m., Oceanic made her maiden arrival at Southampton just after noon on the 13th, after "making an excellent trip across the Channel. When off the Dock head she swung round and came in stern first, in order to be able leave next Wednesday without any preliminary turning, and was carefully berthed on the Test Quays." (Southern Daily Echo, 13 June). Berthed at no. 38/39 Test Quay, she landed her remaining 866 passengers. Two of them were stowaways who had come aboard on her outbound crossing from Liverpool, Peter Thompson, a joiner, and Jacob Mather, a locksmith, who were sentenced in Southampton Borough Police Court to four weeks imprisonment.
During her first turnaround in Southampton, Oceanic was opened to public inspection on Saturday 15 June 1907, tickets costing a shilling each and proceeds going to local charities.
On her maiden Southampton departure on 19 June 1907, Oceanic left at 11:00 a.m. and after calling at Cherbourg that afternoon and Queenstown on the 20th, went out at 1:05 p.m., after waiting for the 25-minute late mail train, with 182 First, 141 Second and 271 Third Class passengers. Passing Sandy Hook at 10:20 a.m., Oceanic docked at New York at noon on the 26th, beating Kaiser Wilhelm der Grosse which left Southampton 12 hours before her, and by seven hours after the NDL flyer suffered a machinery breakdown.
American shipping executive W.P. Clyde, New York Central Railroad president William H. Newman and the Count and Countess Moltke were among the 384 First, 276 Second and 151 Third Class passengers sailing on Oceanic's first departure to Southampton from New York on 3 July 1907, passing Sandy Hook at 2:30 p.m.. One benefit of the ship's new route was the superb coverage afforded her Plymouth calls by the Western Morning News. It recorded Oceanic's arrival on the 10th: "The Oceanic, of the White Star Line, arrived at Plymouth at 7.30 a.m. yesterday from New York. which was left on July 3rd. Throughout the voyage the weather was fine though dull with smooth sea. The liner brought 220 passengers and 1,019 bags of mails for Plymouth, 222 passengers and 297 bags of mails for Cherbourg and 393 passengers for Southampton." On her way at 8:30 a.m., Oceanic called at Cherbourg and reached Southampton at 8:30 p.m. on the 11th, where the Southern Daily Echo reported: "The Oceanic made an excellent trip. A sad incident occurred as the liner came into dock at Southampton, a second class passengers, named William Arthur Oliver, aged 23 years, succumbing to consumption."
Settling down to her new route, Oceanic departed Southampton at 11:00 a.m. on 17 July 1907 for Cherbourg, Queenstown and New York, and clearing the Irish port at 12:10 p.m., went across with 208 First, 214 Second and 303 Third Class aboard. She reached New York on the 24th.
Oceanic's 31 July 1907 sailing from New York sold 248 First, 104 Second and 180 Third Class tickets. Clearing there at 12:30 p.m., she arrived at Plymouth at 6:11 a.m. on 7 August with 100 passengers and 1,061 bags of mail to land there, before proceeding at 6:53 a.m. for Cherbourg (168 passengers landing there later that day) and the remaining 264 for Southampton where she arrived at 6:30 p.m. that evening. Lest anyone doubt the efficiency of the Great Western Railway's boat train service from Plymouth to the capital, the Western Morning News reported that meeting Oceanic departed Millbay at 7:35 a.m. and arrived at Paddington at 11:43 a.m., thus getting passengers in London at least eight hours ahead of those travelling via Southampton.
Making his first trip on the new route was J.P. Morgan who embarked Oceanic at Southampton on 14 August 1907. Departing at 11:00 a.m., Oceanic called later in the day at Cherbourg and on clearing Queenstown the next day, had 257 First, 264 Second and 413 Third Class aboard. On arrival at New York at 10:49 a.m. on the 21st, Morgan's yacht Corsair was there to meet him, but the Evening World described him as "not an extremely pleasant gentleman to meet, manifesting peevishness to a degree," and clearly worried about the depression in America and, to a certain extent, in England.
There arose in in mid August 1907 a swirl of rumours that White Star was considering shifting back their express mail service to Liverpool. The Westminster Gazette reporting "It is an open secret that these boats [White Star's express steamers] have made little impression on the passenger traffic of the German liners. It is undeniable that the Cunard Company have benefited considerably by the change, and with the Lusitania on the run next month, and the Mauretania following, they are likely to maintain the advantage." Even the Liverpool papers reported the rumours to be completely false, endorsing "official assurances" that the stories were "absolutely ridiculous."
There was no doubting times were indeed tough that year with a full-fledged depression in America reflected in a considerable falling off in trans-Atlantic traffic and the specter of more rate wars to fight for what was left. There were but 65 First Class passengers (including Lord Strathcona, governor-general of Canada), 68 Second and 118 Third Class booked on Oceanic from New York on 28 August 1907, the New York Times that day reporting that "At the present time the eastbound Atlantic passenger trade is at low ebb." Oceanic, encountering "light winds and smooth sea," put in a good run across, averaging 19.99 knots and logging 6 days 4 hours 27 mins from Sandy Hook to Plymouth where she arrived at 9:20 p.m. on 3 September. Landing 39 passengers and 949 bags of mail there, she resumed passage at 9:55 p.m. and carried to Cherbourg (with 72 passengers and 279 bags of mail for there) and Southampton where her remaining 150 landed on the 4th.
 |
| Credit: New York Tribune, 18 September 1907. |
From Southampton and Cherbourg on 11 September 1907 and Queenstown the following day, Oceanic steamed westward with a good list of 396 First, 249 Second and 646 Third Class. Whilst she was at sea, White Star fired their latest salvo in the evolving rate war on the North Atlantic, slashing First Class fares westbound in addition to the already reduced eastbound tariffs for the autumn season. For Americans, it meant that a min. First Class berth which cost $90 now could be had for $67.50 after 1 November. Oceanic arrived at New York on the 18th, among those landing was department store owner John Wanamaker who assured reporters that he "did not believe that is any danger of a financial panic."
Oceanic's Capt. Haddock joined the masters of Pannonia and Caronia in being aboard Lusitania on her first sailing from New York on 21 September 1907 for the first time via the new Ambrose Channel, specifically dredged for the new generation of "monster liners" which would forever rid the nuisance of tide dependent departures from the Port. They returned by tug once Lusitania safely navigated the new channel.
With another marginal eastbound list of 91 First, 67 Second and 122 Third Class, Oceanic cleared New York on 25 September 1907. Crossing in in weather described as "at the onset fresh W.N.W. Breeze to light southerly winds, and westerly gale in the English Channel," Oceanic put in another fine passage, logging 6 days 5 hours 4 mins. from Sandy Hook to the Eddystone, at an average speed of 19.92 knots and recording daily runs of 44, 441, 467, 458, 460, 464, 481 and 155 miles to arrive at Plymouth at 8:55 p.m. on 1 October. Landing 66 passengers and 755 bags of mail there, she sailed at 9:45 p.m. for Cherbourg (with 72 passengers for there, departing there at 8:15 a.m. the next morning) and 39 for Southampton where she docked the afternoon of the 2nd.
Leaving Southampton at 11:00 a.m. on 9 October 1907, touching late that afternoon at Cherbourg, and clearing Queenstown the next day, Oceanic went out with 201 First, 294 Second and 545 Third Class. Her arrival at New York on the 16th was in the nature of an impromptu race with NDL's Barbarossa to get their steerage passengers landed at Ellis Island in time or incur the extra expense of having them stay aboard another night, with no few than 4,000 immigrants arriving that day in four ships. "Between two of them, the Barbarossa and the Oceanic there was real speed contest between in from the lightship [Scotland Light to Quarantine]… they were neck and neck at the lightship, and on the race in the two passed and repassed each other seven times, the Oceanic finally getting the Quarantine privilege first." (The Evening World, 16 October ). More excitement ensued unloading her mails off Quarantine as further described by The Evening World:
Claude Glosing, a sailor on the White Star Liner Oceanic, took a chance on his life today by plunging into the lower bay and rescuing a mail pouch which had accidentally slipped into the water. He swam for more than thirty yards with the corner of the leather case in his teeth, while several thousand persons on the Oceanic and also Caronia, of the Cunard Line, who saw the dive from the deck, applauded the feat.
The Oceanic had dropped anchor at Quarantine and the United States Mail boat was busy receiving the liner's mail down the shoot. One of the smaller pouches carrying mall bound for Havana flopped Into the sea. Glosing saw it and; quickly removing his shoes, was after it in a second. It was several seconds before he was seen and boats were lowered.
The Postmaster was of the act and will address a personal letter to Glosing complimenting him on his rescue of the precious U. S. Mails.
Less excitement attended Oceanic's departure from New York on 23 October 1907 with 104 First, 44 Second and 103 Third Class passengers. Few ships managed as consistent steaming as did Oceanic and despite weather across that transitioned from moderate winds to a moderate gale and with rough seas, she came over again in 6 days 5 hours 8 mins. at an average speed of 19.9 knots and reached Plymouth at 7:16 p.m. on the 29th. Dropping 58 passengers and 861 bags of mail there, she set off at 7:50 p.m. for Cherbourg (70 passengers and 238 bags) and Southampton where the remaining 727 passengers disembarked on the 30th.
Traffic picked up, at least westbound, and Oceanic's next crossing to New York, from Southampton and Cherbourg on 6 November and Queenstown the next day, had 370 First, 189 Second and 414 Third Class, not the least of which was Enrico Caruso and other stars of the Metropolitan Opera Company, including Miss Geraldine Farrar and Messrs. Antonio Scotti and Ricardo Stracciara as well as £1,559,000 in gold bullion. When Oceanic came into New York on early on the 13th (passing Sandy Hook at 3:41 a.m.), she was soon swarmed with reporters off Quarantine eager to interview Caruso, and as Teutonic had yet to sail and still occupying her berth, her fleetmate and her famous passengers and adoring crowds was kept waiting off Liberty Island for hours: "During the long wait the great song birds grouped on the promenade deck and had their pictures taken. Caruso made sketched of his travelling companions and the reporters. He appears to be genuinely glad to be back to New York." (Evening World, 13 November).
Oceanic's 20 November 1907 sailing from New York attracted 170 First, 66 Second and an extraordinary 1,186 Third Class passengers, 1,063 of whom were Italian labourers returning to their homeland. There was considerable tumult at embarkation, including an Italian brandishing a knife, and being taken off, and just as Oceanic was about to cast off, "a belated party of 150 Italians and Greeks from the West came racing down the pier. They were taken aboard the first cabin gangway, as the other gangplanks had been drawn in. The last three were ordered back because by the time they got to the head of the gangway the steamer had reached her steerage capacity of 1,170 passengers. These three grimy little men, refused to go back to the pier. They clung to the rail, screaming, praying and weeping. It took two detectives and half a dozen longshoremen to detach them and drag them off the gangway. The Oceanic sailed fifteen minutes late."(Evening World, 20 November). Encountering strong northwesterly winds throughout the passage, Oceanic made Plymouth at 3:15 a.m. on the 27th, logging 6 days 9 hours 31 mins. across. Landing 71 passengers and 2,150 bags of mail there, she resumed passage at 4:24 a.m., for Cherbourg (1,117 passengers and 638 bags discharged there) and Southampton, reached on the 28th, where the remaining 227 landed.
On her last roundtrip of an eventful year, Oceanic sailed from Southampton at 11:00 a.m. on 4 December 1907 for New York via Cherbourg and Queenstown, numbering among her 233 First, 69 Second and 151 Third Class passengers, Sir W. Grey-Wilson, Governor of the Bahamas, and Miss Grey-Wilson. It was a predictable rough winter crossing, Oceanic steaming at half-speed from Friday night the 6th to Sunday noon the 8th, "because of a boisterous westerly gale. The passengers stayed mainly below." (Evening World, 12 December) and she made only 259 miles on the 24 hours ending at noon on the 8th. Twenty-four 24 hours late, Oceanic finally made New York at 11:16 p.m. on the 12th. A real Christmas boat, Oceanic, "stormed tossed but uninjured," (New York Times) came in with 4,053 bags of mail and 50,000 parcels not to mention $1.4 mn. In gold.
Sailing from New York on 17 December 1907 with 161 First, 206 Second and another capacity list of 1,211 Third Class, Oceanic went out a day early to get her passengers and mail into Southampton by Christmas. And what a mail it was: 3,008 bags and 243 packages of parcel post, the biggest yet taken out by a single steamer from America, eclipsing the record of 2,749 bags brought over by Philadelphia three years previously. Braving a moderate westerly gale in the Channel, Oceanic made knots the whole passage and sweeping into Cawsend Bay at 7:16 a.m. on the 24th, found three G.W.R. tenders awaiting her and in an hour and half, the British mails, 120 passengers and baggage were taken off and she resumed passage to Cherbourg and Southampton at 8:46 a.m.. The G.W.R. Mail train reached Paddington at 2:20 p.m. after run of 4 hours 19 mins whilst the passenger special reached the Capital at 1:29 p.m., clocking 4 hours 28 mins. Proceeding to Cherbourg where she landed 443 passengers and 740 bags of mails later on the 24th, Oceanic disembarked her remaining 337 passengers at Southampton at 9:30 p.m. Christmas Eve.
In connection with the arrival, about 9.30 p.m. on Christmas Eve, of the White Star liner Oceanic, it is of interest to note that the Superintendent of the Board of Trade, realising that the men would wish to get to their homes the same night, performed, with the invaluable aid rendered by a loyal and efficient staff, what practically constitutes a record achievement for the port. The crew were all paid off, and no less than 130 men were thus enabled to leave for Liverpool and other places the same night, and thus spend Christmas at home. Needless to say, Mr. Cooper and his staff, to accomplish this, were working hard into the small hours of Wednesday morning.
Southern Daily Echo, 27 December 1907.
In 1907, Oceanic made 4 westbound crossings (Liverpool-New York) carrying 5,328 passengers and 4 eastbound (New York-Liverpool) crossings carrying 1,989 passengers or a total of 7,317 passengers and 7 westbound crossings (Southampton-New York) carrying 6,018 passengers and 8 eastbound crossings (New York-Southampton) carrying 6,261 passengers or a total of 12,279 passengers. The total for the year was 19,596.
 |
| Oceanic departing Southampton. Credit: reddit oceanlinerporn. |
1908
"In seasonable, though bitterly cold weather," (Southern Daily Echo, 1 January), Oceanic (Capt. Haddock) departed Southampton at 12:15 p.m. on New Years Day, "in addition to the company's officers, there was a good number of people, mostly relatives and friends of the passengers who assembled at the Test Quay witness the departure in an atmosphere of poetry and romance…" Passing Brow Head at 4:45 p.m. on the 2nd, Oceanic had, after her calls at Cherbourg and Queenstown, 118 First, 62 Second and 43 Third Class passengers, among them Madame Adeline Genee who was to star in the Ziegfeld musical "The Soul Kiss" opening later than month in New York. Oceanic arrived there at 8:13 a.m. (passing Sandy Hook) on the 8th after a predictably rough first crossing of the year, hitting "a southwest gale which kicked up a heavy seas. The waves repeatedly washed over her decks."(New York Times, 9 January). During the ship's turnaround, Oceanic's football team lost 6-5 to the Camerons at Van Cortlandt Park on the 12th.
With 168 First, 109 Second and 1,025 Third Class passengers, Oceanic cleared New York on her first eastbound crossing of the year, on 15 January 1908. She had no fewer than 2,441 bags of mails to land on arrival at Plymouth at 12:12 p.m. on the 22nd in addition to 98 passengers, carrying on to Cherbourg with 131 passengers and 898 bags of mails for the French port and got into Southampton at midnight the 23rd, averaging 19.62 knots on the crossing, a fine showing for the time of year.
 |
| Credit: New York Tribune, 6 February 1908. |
Passing down the Solent, New York-bound, on 29 January 1908, Oceanic had 132 First, 130 Second and 103 Third Class passengers on departure from Cherbourg and Queenstown on the 30th and made New York on 5 February, breaking her docking record in the port: "Notwithstanding the adverse weather conditions the White Star liner Oceanic made an unusually quick trip up from Sandy Hook yesterday. She was abeam of the lightship at 12:35 p.m. and at 3:05 p.m. Put down her gangplank. Captain Haddock brought the big liner up from the Hook, warped her into pier and landed all the passengers in exactly three hours, which is the quickest docking on record. " (New York Tribune, 6 February).
Trans-atlantic travellers who had enjoyed for the last five months of 1907 absurdly cheap fare amid the rate war, were in for sticker shock when the 1908 tariffs were issued, upping min. First Class fares by some $50, that for Oceanic going up to $107.
There were but 134 First Class tickets sold for Oceanic's 12 February eastbound crossing from New York on 12 February 1908, 80 Second Class ones but no fewer than 1,047 for Third Class continuing an "immigrant exodus" from America amid the lingering economic slump. Landing 109 passengers and 2,572 bags of mail at Plymouth at 1:57 p.m. on the 19th, the big White Star liner logged 6 days 18 hours 26 mins. across at an average 19.28 knots in "moderately fine weather and was dispatched to Cherbourg (having 172 passengers and 809 bags of mail for the port) and Southampton at 2:54 p.m..
Clearing Southampton and Cherbourg on 26 February 1908, Oceanic had 148 First, 103 Second and 135 Third Class passengers on departure from Queenstown at 1:10 p.m. the next day. Passing Sandy Hook at 3:50 p.m. on 4 March, Oceanic docked that evening where more than 100 customs inspectors were on hand to extract every penny in duty on "Paris finery". This turnaround, Oceanic's football squad bested that of Columbia Oval 2-1.
With 140 First, 42 Second and 534 Third Class passengers (including Mr. & Mrs. Bruce Ismay) not to mention 4,200 quarters of beef, Oceanic left New York on 11 March 1908. Meeting "at the onset, moderate to light S.S.W. and S.W. breeze, then strong N.N.W. breeze," across, Oceanic made Plymouth at 5:54 a.m. on the 18th, clocking 6 days 9 hours 2 mins. from Sandy Hook at an average speed of 20.09. She had 92 passengers and 2,414 bags of mail to land there, before resuming passage at 6:42 p.m. for Cherbourg (with 69 passengers and 781 bags for that port) and Southampton, reached the following day. Once again, smart railway connections were made from Plymouth to London, the GWR passenger special departing Millbay at 7:19 a.m., arriving Paddington at 11:25 a.m. and the mail train departing 7:55 a.m. and reaching Paddington at 11:58 a.m.. On arrival, Bruce Ismay was asked about the report that White Star was going to establish a training ship for officer cadets for the company, but said the scheme was only being considered.
From Southampton and Cherbourg on 25 March 1908 and Queenstown the following day, Oceanic was once again New York-bound with 169 First, 174 Second and 315 Third Class for the port where she docked at the inconvenient hour of 10:45 p.m. on 1 April with most passengers opting to remain aboard for the night. "The Oceanic encountered much rough weather. There was a sudden change of weather from high seas early yesterday morning to remarkably calm water later in the day, " (New York Times, 2 April). The liner's football team dropped their match against a team from Brooklyn, 5-1, on the 4th.
Mr. & Mrs. Charles Scribner were among the 111 First, 57 Second and 499 Third Class sailing from New York on 8 April 1908. Putting in another good eastbound passage despite strong W.N.W. breezes and rough seas in mid-Atlantic, totalling 6 days 9 hours 36 mins. averaging 20.04 knots, Oceanic reached Plymouth at 4:39 a.m. on the 15th, landing 94 passengers and 838 bags of mail before proceeding to Cherbourg (120 passengers and 292 bags) and Southampton at 6:00 a.m..
There were 104 First, 70 Second and 423 Third Class passengers for Oceanic's next westbound crossing from Southampton and Cherbourg on 22 April 1908 and Queenstown the following day. She reached New York at 10:00 a.m. on the 30th. homewards, she left on 6 May with 146 First, 86 Second and 458 Third Class, arriving at Plymouth at 4:00 a.m. on the 13th and Southampton at 4:15 p.m. the same day via Cherbourg.
Passenger carryings remained light into the late spring season with 119 First, 84 Second and 207 Third Class for New York from Southampton and Cherbourg on 20 May 1908 and Queenstown the 21st. Oceanic passed Sandy Hook at 12:26 p.m. on the 27th.
Owing to the cancellation of American Line's St. Paul's sailing from New York, (after she was damaged in collision with H.M.S. Gladiator on departure from Southampton) Oceanic's eastbound return trip was delayed to 6 June, taking her Saturday mail departure. She went out with 272 First, 175 Second and 643 Third Class, 10 minutes late and for all good reason:
There was a sensation on the White Star Line pier yesterday morning when the Oceanic sailed for Southampton. was furnished a tall, handsome woman in a gray picture hat of generous dimensions, suede slippers, one of the often described but rarely seen sheath gowns of gray, and, let it be added, gray stockings. The invasion of the new fashion made a hit on the water front. There was a cessation of work on the pier, the longshoremen gathering about the gangplank in such numbers that Supt. Pennell had to keep them moving to prevent a congestion of baggage, and Detectives Moody, Leeson, and Aiken were sent for to reinforce Detective Mallon.
The woman in the gray gown seemed unconscious of the attention she created. sue gathered her skirt about her to descend from the vessel, and her descent marked the stoppage of all work. Stand back, there," shouted Detective Moody, holding to his face. The electrified crowd fell back very slowly. The woman in the Directoire gown majestically down the pier, but her going was ill-timed, for she got into a group engaged in making a prosperous merchant take a subpoena before he went on board. The woman. promptly screamed when she found herself in the centre of hostilities. Final preparations for the sailing of liner are always interesting, but they cost interest for the crowd when the woman in the gray costume began to cry.
Every man hastened in the direction of the sound. The corps of detectives fought their way to the help of beauty in distress. Finally they rescued her. Thank you," said she as she stepped into the carriage. A score of men pressed close.
'That will do,' shouted the detectives. The men fell back, and then the Oceanic sailed. But she was ten minutes late, all because of the advent of the sheath gown.
New York Times, 7 June 1908.
 |
| Log abstract card for Oceanic's 6 June 1908 New York-Southampton crossing. Credit: eBay auction photo. |
Free from distractions of New York fashions, and enjoying fair weather across, Oceanic clipped off daily runs of 443, 480, 474, 483, 473, 474 and 253 miles from Sandy Hook to Eddystone light, to reach Plymouth at 2:00 a.m. on 13 June 1908, covering the 3,078-mile course in 6 days 7 hours 42 mins. at an average speed of 20.29 knots. Landing 262 passengers and 1,082 bags of mail there, Oceanic resumed passage at 2:42 a.m. for Cherbourg with 251 passengers and 473 bags of mail for there and got into Southampton at 1:45 p.m. after a most excellent passage.
Eastbound carryings remained weak with only 105 First, 50 Second and 120 Third Class booked for Oceanic's 17 June 1908 departure. She got into New York at 10:36 a.m. on the 24th.
With U.S. Senator Henry Cabot Lodge and Mrs. Lodge among her 322 First, 155 Second and 502 Third Class passengers, Oceanic sailed eastbound on 1 July 1908, The Evening World reported the day after that "a woman who sailed on the Oceanic yesterday gave an order to the bedroom steward which is without precedent. She insisted on having provided every day a clean sheet as a lining for the bathtub in her suite." The crossing was made in company with Campania, the two being in sight of one another for three consecutive days, occasioning a unique rivalry between the two vessels:
The White Star liner Oceanic was running with the Campania, the vessels being in sight of each other for three days. This occasioned a mild feeling of friendly rivalry amongst the Campania passengers, who, White Friday last, challenge to the Star to engage in chess." " (says the " "Cunard Daily published on board), was, metaphorically sperking, picked up, and the was commenced at three o'clock on Friday afternoon, and was declared a draw Sunday our the half-past Campania at ten. the tor she first move.. represent of the liners were as follows: - Campania (white) : Mr. J. Gallinder, Mr. V.P. Letcher, Me. B. A. Letcher. Oceanic (black): Dr. R. W. Raymond, Mr.F. A./ Altahul, Me. W. E Fart. The position on the chessboard at the time of the draw in favour of the had not one pointed out a line of play, which would at all eventa have made an immediate of their opponents improbable, the Campania's player decided would at have that juncture to tran to the Oceanic the following message: As the game must now end, we of to win; therefore, we draw, with honours to you. Congratulations on strong play." To which they replied: - "We accept your friendly proposition while we do not share your doubt. It has been great pleasure to play with you." The game was exciting and enjoyable, and a tribute to their opponents has been expressed by one of Campania players, who remarked. that the Oceanic representatives had combined suaviter in modo with a forcible show of fortiter in re. The total member of moves in the game amounted to 103.
Liverpool Echo, 8 July 1908.
Oceanic arrived at Plymouth at 12:53 a.m. on 8 July 1908 after a fine weather passage, landing 165 passengers and 690 bags of mail before proceeding to Cherbourg (160 passengers and 252 bags) and Southampton where she docked late that day with her remaining 652 passengers.
With 109 First, 83 Second and 194 Third Class aboard, Oceanic's next westbound crossing from Southampton and Cherbourg on 15 July 1908 and Queenstown the following day, saw her arriving at New York at 1:42 p.m. on the 22nd. Alfred Gwynne Vanderbilt disembarked the ship at Quarantine, transferring to his yacht Valetta. Oceanic's cricket team bested the local Manhattan Reserves 82-66 in a match at Prospect Park on the 25th.
The eastbound Oceanic cleared New York on 29 July 1908, going out with 190 First, 86 Second and 199 Third Class. Another fair weather summer crossing ensued with Plymouth reached at 2:35 a.m. on 5 August where 97 passengers and 798 bags of mail were landed before resuming passage at 3:09 a.m. for Cherbourg (114 passengers and 342 bags) and Southampton (266 passengers) where she arrived at 2:45 p.m..
The New York-bound Oceanic from Southampton and Cherbourg on 12 August 1908 and Queenstown on the 13th, had 163 First, 159 Second and 209 Third Class aboard. Among them were Irish-American Olympic champions Matt McGrath, John Flanagan and others who were met on arrival off Quarantine on the morning of 19th by their supporters aboard a chartered tug. Also aboard was Mrs. George B. Custer, widow of General Custer, returning from a long European trip.
Going out with Lusitania, Oceanic sailed from New York on 26 August 1908 with just 38 First, 50 Second and 401 Third Class passengers as the autumn slow season arrived. Meeting "fine weather at the onset; in the mid-Atlantic an easterly gale was met, the wind afterwards blowing with great force from the north-west," (Western Morning News, 3 September). Oceanic made Plymouth at 2:56 a.m.on 2 September, logging 6 days 9 hours 33 mins across at an average speed of 19.33 knots. Landing 83 passengers and 43 bags there, Oceanic continued to Cherbourg to land 59 passengers and 13 bags and finally Southampton where her remaining 347 passengers disembarked.
Among the 385 First, 268 Second and 330 Third Class passengers for Oceanic's 9 September 1908 crossing to New York were Irish Republicans John Redmond, Joseph Devlin and Fitz Gibbon who embarked at Queenstown the following day, bound for an American tour culminating in a home rule convention in Boston. They were afforded a tremendous welcome on arrival at New York on the 16th, including a delegation who met Oceanic off Quarantine by chartered tug.
Departing with Mauretania, Oceanic sailed from New York 23 September 1908 with another light load of just 96 First, 45 Second and 297 Third Class passengers. She made Plymouth at 11:16 p.m. on the 29th after crossing over in the good time of 6 days 4 hours 12 mins. averaging 20 knots. She had 54 passengers and 613 bags to land there, 59 passengers and 267 bags for Cherbourg and 328 passengers for Southampton.
Disaster was narrowly averted when Oceanic, outbound from Cherbourg for Queenstown on 7 October 1908, ten miles off the French port in heavy fog:
A disaster in the shape of a collision too celebrated Atlantic liners has been narrowly averted in the Channel off Cape de la Hogue.
A Havre telegram says that the Provence and Oceanic, approached within four yards of each others in a thick fog, but thanks to the promptitude of some of the crew of the Provence the captain was able to put his engines fall speed astern in tune, and the Oceanic, with her speed equally promptly accelerated, passed by quickly. The vessels were so close that the captains exchanged greetings.
When the fact of their narrow escape was known among the passengers of the Provence was got up and 420 divided among the sailors..
Western Morning News, 10 October 1908.
More details were published on the ship's arrival at New York on at 11:57 a.m. on 14 October 1908, with 210 First, 147 Second and 297 Third Class passengers, including conductor Arturo Toscanini:
Her cabins filled with passengers still suffering from fright, the White Star liner Oceanic docked to-day, after having had a narrow escape from being cut down in the English Channel by the French liner La Provence. Only the cool head of Capt. Haddock and the quick response or the engine crew to a signal for full speed saved the boat from a collision.
This most thrilling incident of the voyage occurred last Wednesday afternoon, Nearly all of the passengers were on deck, and the ship was moving very slowly in a heavy fog, ten miles off Cherbourg, when suddenly, on the starboard side, about amidships, not more than ship's length away and going at full speed, appeared the French liner.
Capt.Haddock signalled his engine room for full speed and then whistled a warning to La Provence, ordering her to port. One could have stepped from ship to ship, according to the passengers, so closely did they pass. The log line was cut off within ten feet of the Oceanic's stern.
Two sailors in the crow's nest burned the flesh from their hands, so rapidly did they come down rigging. The French sailors about the forepeak of their ship were seen to dash madly aft as she went flying by. Women on the Oceanic clutched the rail, and one screamed as the ships almost grazed.
Mrs. Mary Opp, mother of Julle Opp, the actress, who is the wife of William Faversham, was a passenger. She said that her two grandchildren, Philip and William, were on deck with their nurse when the boats passed.
The nurse, in her excitement, bundled her charges off the deck into the hold of the ship. Arturo Toscanini, of Milan, one of the new conductors of the Metropolitan Opera-House, was a passenger with his wife, crossing in the company of R. Cottenet, secretary of the Board of Directors. Sig. Toscanini made a bet in Italy that he could get into New York without being interviewed, and when found on the deck of the ship he denied his identity.
He appeared greatly chagrined at being discovered, which was not so difficult, as he was the only Italian on board.
The Evening World, 14 October 1908.
But for Capt. H. J. Haddock and the engine room force of the White Star liner Oceanic, out of Southampton, the big French ship liner would have been run into by the Provence. The story of the narrow escape was told on the Oceanic's arrival yesterday.
The vessels came near crashing together in a thick fog last Wednesday afternoon off Cherbourg Harbor when the Provence came by at good speed, her commander bending every energy to get his vessel into Havre that night. Capt. Haddock, on the bridge of the Oceanic, saw the French vessel boring through the blanket of fog in a way that would have taken her into the Oceanic amidships. Apparently, the Provence's officers made the Oceanic out at about the same time. There was a signalling to the engine room of full speed astern, and the skipper of the Oceanic threw his wheel hard to starboard.
As the great vessel swung to one side, Provence swung in under her astern and cleared her by a narrow margin. Many of the passengers of the Oceanic were at the rail at the time, and there was a sigh of relief as the steel bow of the Provence cleared them. So close were the vessels that those on the Oceanic saw the sailors on the French liner scamper from the bow, while two men in the crows nest of the White Star liner slid down the stays to the deck.
New York Times, 15 October 1908.
While the White Star liner Oceanic, which got here yesterday, was on her way to Queenstown from Cherbourg, on the afternoon of October 7, the French liner La Provence, bound for Havre from New York, came out of a thick fog that obscured things afloat, heading directly for the White Star ship It and at right angles with her course. looked for a moment as if there was going to be a crash; that is it did to the inexperienced aboard the Oceanic: The Oceanic was sent going full speed ahead and cleared the Frenchman, which came close enough to carry away the White Star liner's long log line trailing over from the taffrail. The impression of some of the passengers was that the ships came within a few yards of each other, and there was A genuine scare. In reality, according to Capt. Haddook and his officers, there were a few hundred yards between the Oceanic's stern and the Provence.
New York Herald, 15 October 1908.
New York and the shipping world were still abuzz over the announcement by White Star to build two "monster steamers" to be named Olympic and Titanic when Oceanic sailed for Southampton on 21 October 1908 with 76 First, 42 Second and 341 Third Class passengers-- indicating that the new ships were being constructed in anticipation of better business than the present state of trans-Atlantic traffic. Encountering "fine weather at the onset, then stormy,"(Western Morning News, 29 October), Oceanic arrived at Plymouth at 6:15 a.m. on the 28th where she landed 28 passengers and 111 bags of mail before proceeding to Cherbourg (153 passengers and 62 bags) and Southampton where her remaining 341 passengers disembarked on arrival at 5:50 p.m..
Clearing Southampton and Cherbourg on 4 November 1908 and Queenstown on the 5th, Oceanic coursed towards New York with a meagre list of 167 First, 107 Second and 153 Third Class and arrived there at 4:15 a.m. on the 11th. Oceanic's football team scored a 3-0 win against that of Celtic at Van Cortlandt Park on the 15th.
John M. Armour headed Oceanic's eastbound list for 18 November 1908 and she went out with 118 First, 96 Second and 441 Third Class. They were treated to a fine weather passage, rare for the time of year, that saw Oceanic reach Plymouth at 3:11 a.m. on the 25th. Landing 88 passengers and 1,264 bags of mail there, she had 109 debarks and 301 bags for Cherbourg and a final 399 landing at Southampton. Her London-bound passengers from Plymouth made excellent time, arriving at Paddington via the GWR Special at 8:58 a.m..
Among those sailing for New York on 2 December 1908 aboard Oceanic included the Earl of Warwick and Sir George Young, Bart., and on departure the following day from Queenstown, she had 120 First, 67 Second, 157 Third Class aboard for her final round voyage of the year. New York was reached on the 10th, "after a stormy trip… Many of the passengers remained in their rooms nearly all the way across. Yesterday when the vessel came up the bay some met their fellow voyagers for the first time. Seasickness was so general that few were regular at their meals. " (New York Times, 11 December). Oceanic's football team continued their winning ways, defeating the Bensonhurst Cricket and Field Club at Ulmer Park on the 12th by 3-1.
Closing out the year, Oceanic cleared New York on 16 December 1908 with 121 First, 107 Second and 789 Third Class. Encountering strong gales during the passage, Oceanic made Plymouth at 3:17 a.m. on the 23rd, making good time nevertheless, logging 6 days 8 hours 22 mins. at 19.5 knots. She dropped 133 passengers and 1,188 bags of mail there and proceeded to Cherbourg (187 passengers and 86 bags) and Southampton with the remaining 697 where she arrived that afternoon.
In 1908, Oceanic made 13 westbound crossings carrying 6,249 passengers and 13 eastbound crossings carrying 10,291 passengers or a total of 16,540 passengers.
 |
| Oceanic outbound in the Solent. Credit: Bekin & Sons, Cowes photograph. Merseyside Maritime Museum collection. |
1909
Enjoying Christmas at home, Oceanic and her officers and crew were back at work before year's end, departing Southampton on 30 December 1908 for New York and on clearing Queenstown the following day, had 123 First, 75 Second and 67 Third Class passengers. It proved an eventful first crossing of the New Year when on the 31st, shortly after departing Queenstown, a blade to her port screw broke off in heavy seas.
Imagine, if you can, a great ocean liner making motions like a dog wagging its tail.
That is what the Oceanic, of the White Star line, did in mid-ocean last Sunday evening, according to the passengers who spoke of the incident when the vessel docked here to-day. The Oceanic, which left Southampton on Dec. 30, was steaming at top speed through boisterous seas Sunday evening at 7.30 o'clock when one of the blades of her port propeller snapped off, and dropped to the bottom of the sea. Of course this destroyed the continuity of the propulsive pressure and the Oceanic proceeded to cut up the most amazing antics.
To the passengers, who were Just finishing dinner, it appeared as though the long, towering hull of the ship had become flexible and was doing a corkscrew twist. The peculiar motion lasted for only a few moments, until the engineers shut off steam and stopped the Their trained senses had already told them what had happened.
After twenty minutes of work they so regulated the engines that the full-bladed starboard propeller and the short -bladed port propeller exercised equal power in the water. After that the Oceanic moved smoothly and evenly, but with slightly diminished speed.
The Evening World, 7 January 1908.
The ship's approach to New York on 6 January was not without incident either:
Late yesterday afternoon the Oceanic off Nantucket ran into the thick tog which the cold wave from the northwest drove away from these parts in the morning. The mist was so heavy that the engines were slowed down. Suddenly the sound of a fog horn and a bell was heard. The sounds grew louder and louder, but no one on board, from the officers on the bridge to the passengers grouped along the rails, could tell from what direction it proceeded. Finally, when the unseen bell sounded so clear ly that they seemed to be almost on the Oceanic's deck, the engines were stopped entirely and the steamship stood motionless, blanketed in impenetrable fog.
There was not a sound from the liner between regular signals from the siren whistle. When all was still and the mysterious bell and foghorn were silent, the sound of the men's voices sifted through the fog. It was uncanny as though men were walking about on the sea close by the vessel.
Then the passengers felt an icy breeze come over the bows. The fog was dissipated as if by magic. Two ships' lengths away and dead ahead was the Nantucket lightship. As speed was made and the Oceanic passed, the liner and the lightship were so close together, that the proverbial biscuit could have been tossed from one craft to the other.
The Evening World, 7 January 1909.
There was a further delay on coming up from Quarantine to her pier the morning of 7 January (passing Sandy Hook at 2:22 a.m.) owing to discharging a new record 3,253 bags of mail onto the mail boat Postmaster General which, owing to the weather, could not meet the ship until she was in the upper bay. In all, Oceanic was a full day late, her slowest crossing to date, and one of but several tardy arrivals by White Star liners that season that aroused considerable complaints over delayed mails.
With financier Anthony J. Drexel and family among her 168 First, 45 Second and 230 Third Class passengers, 3,182 bags of mail and $3.55 mn. in specie, Oceanic made the first White Star departure of the year from New York on 13 January 1909, passing Sandy Hook at noon. Encountering heavy W. and N.W. gales on the 17th and 18th, Oceanic made Plymouth at 5:17 p.m. on the 20th where she landed 68 passengers and an enormous 2,261-bag mail before continuing to Cherbourg (134 passengers and 835 bags) and Southampton where she disembarked her remaining 244 passengers the following day.
 |
| Credit: The Evening World, 11 February 1909. |
Clearing the Solent at 12:15 p.m. on 3 February 1909, Oceanic numbered just 45 in First Class, 89 Second and 257 Third Class by the time she departed Queenstown the next day. It was another stormy passage and considerably delayed again, she did not reach New York until the 11th, a day late.
The Oceanic came in to-day considerably overdue and salted fore tad aft with the dried brine of bad winter storms. Ordinarily this big White Star liner is a six-day boat from Queenstown, averaging twenty knots an hour, but because of the westerly winds that prevailed almost from the time she started half she made only seventeen and a half knots.
On Tuesday the wind freshened to a gale. The captain called it merely a stiff blow, but the passengers united in saying they never saw such weather and such seas and never want to see such again, either.
Hatches were battened down and the sailors had to cling like leeches to the inner rails. One big sea after another slapped up to the bridge. Spray came into the smoking room repeatedly.
Yesterday afternoon another squall of equal. violence, but of short duration, blew out of the west and shook things up aboard the ship some more.
The Evening World, 11 February 1909.
'Spray from the big waves seemed to come at us from all directions and some of the water found its way into the smoking room.' said A. P. Rinck, one of the passengers. Through the port lights we could see the sailors holding on to the guard rails and having a mighty hard time in making their way about the decks.
New York Times, 12 February 1909.
Departing with Lusitania, Oceanic cleared her North River pier on 17 February 1909 with 58 First, 45 Second and 232 Third Class passengers. Two days out she met a northwest gale but then the weather moderated and she put in a good passage of 6 days 5 hours 47 mins. at an average of 20.55 knots to reach Plymouth at 4:30 a.m. on the 24th. Landing 61 passengers and 272 bags of mail there and 74 passengers and 91 bags later that day at Cherbourg, Oceanic arrived at Southampton that afternoon with her remaining 202 passengers.
From Southampton and Cherbourg on 3 March 1909 and Queenstown at 12:50 p.m.the following day, Oceanic commenced her next westbound crossing with 79 First, 97 Second and 514 Third Class passengers, a fair list for the season. Her arrival at New York on the 10th was greeted by a warm gentle breeze, and it was mild enough for passengers to be on deck without overcoats.
During the ship's turnaround came the sad news from England of the death, on 14 March 1909, of Commodore John Gemmell Cameron, R.N.R., Oceanic's first captain, who went on to be White Star's superintendent at Southampton but compelled to retire six years previously owning to poor health.
Outbound from New York on 17 March 1909, Oceanic had 90 First, 44 Second and 399 Third Class passengers aboard for a crossing accomplished in "at the onset fresh breeze to moderate gale, with high sea, then fresh westerly gale" in 6 days 10 hours 13 mins. from Sandy Hook to Eddystone Light, averaging 19.98 knots, arriving at 8:08 a.m. on the 24th There were 54 passengers and 286 bags of mail to land there and another 112 passengers and 118 bags at Cherbourg with the final 371 disembarking at Southampton that evening.
Getting some well deserved dry dock time and overall, Oceanic resumed service with her 31 March 1909 sailing from Southampton and leaving Queenstown on April Fools Day, she steamed westwards with 91 First, 78 Second and 723 Third Class. After a voyage "marked by strong winds and head seas," she missed the worst of a gale that swept into New York's Upper Bay on 7 April and was able to get to her pier by 8:00 p.m. unlike the later arriving Caronia which was obliged to anchor for the night until the winds lessened. Continuing their most excellent season, Oceanic's football team trounced that of Mauretania 4-0 at Marquette Oval in Brooklyn.
On this occasion sharing her sailing date and time with Mauretania, Oceanic cleared her North River pier on 14 April 1909 with 185 First, 74 Second and 161 Third Class. She made Plymouth on the morning of the 21st and arrived at Southampton that afternoon.
The westbound Oceanic, from Southampton on 28 April 1909, went out with 95 First, 72 Second and 539 Third Class passengers. She got into New York on 5 May, passing Sandy Hook at 12:09 p.m.. Among those disembarking was Sir R.W. Perks, Bart., M.P., who built the Manchester Ship Canal, and was en route to Montreal to meet with Canadian authorities regarding the proposed waterway linking the St. Lawrence with Lake Ontario. On the 10th Oceanic's football team was presented with the Star Challenge Cup and twenty individual medals to team members for their winning season, winning six matches against teams from Cedric, Minnetonka, St. Paul and Celtic.
There were 145 First, 91 Second and 223 Third Class tickets sold for Oceanic's 12 May 1909 eastbound sailing and the numbers reflected a general downturn in trans-Atlantic traffic owing to uncertainty regarding tariffs and overtonnaging on the route and too high minimum rates. That week alone there were no fewer than 14 liners sailing for Britain and Europe with a total capacity of 5,250 First Class and they went out less than a quarter filled. Oceanic augmented her earnings with 1,082 bags of mail and $1.25 mn. in specie. Averaging 20.45 knots across she reached Plymouth at 12:53 a.m. on the 12th, landing 104 passengers and 801 bags of mail there with another 107 passengers and 265 bags for Cherbourg and the remaining 249 passengers disembarking at Southampton.
From Southampton and Cherbourg on 26 May 1909 and Queenstown the following day, Oceanic was New York-bound with 117 First, 75 Second and 348 Third Class passengers among them, department store magnate John Wanamaker and Miss Esther Cleveland, daughter of the late President of the United States. Oceanic arrived at New York on 2 June.
Playwright Eugene O'Neill and Mrs. O'Niell were among the 244 First, 130 Second and 599 Third Class passengers embarking for Britain and Europe aboard Oceanic on 9 June 1909. They enjoyed a fine weather passage all across to Plymouth, reached at 12:05 a.m. On the 16th where 189 disembarked and resuming passage, with 145 passengers for Cherbourg and the remaining 649 for Southampton where she docked that evening.
Her Third Class swelled by rebooked passengers from Red Star Line's Zeeland which had been damaged in a collision with the steamer Hartlepool and her voyage to New York cancelled, Oceanic sailed from Southampton and Cherbourg on 23 June 1909 and Queenstown the next day with 1,016 in that class in addition to 189 First and 277 Second Class, among them being J. Bruce Ismay. Capt. Haddock had her passing Sandy Hook at 5:35 a.m. on the 30th..
Even a peak summer sailing, 7 July 1909, had Oceanic leave New York with a so-so list of 272 First, 154 Second and 269 Third Class as well as 1,214 bags of mail. Passing Ambrose light vessel at 11:30 a.m., and unhindered by south and southwest winds at the beginning of the passage and some fog entering the Channel, Oceanic made fine passage of 6 days 4 hours 59 mins. averaging 20.66 knots to reach Plymouth at 10:18 p.m. on the 13th. She had 82 passengers and 853 bags to land at the Devon port before resuming passage to Cherbourg (199 passengers and 312 bags) and Southampton where the remaining 511 disembarked the following afternoon.
Oceanic's 21 July 1909 sailing for New York attracted 131 First , 168 Second and 297 Third Class passengers including actor Robert Hilliard, whom she landed on the 28th, passing Sandy Hook at 9:17 a.m. and at her pier later that morning. It was cricket season and two of Oceanic's teams played matches at Prospect Park on the 31st, the deck and steward team winning 82-72 against the Manhattans whilst the engineers' team lost 132-88 against the West Indians.
Mrs. J.P. Morgan and daughters were among the 133 First, 97 Second and 239 Third Class passengers sailing from New Yorkers in Oceanic on 4 August 1909. Another fair summer weather crossing ensued and Plymouth was reached at 10:35 p.m. on the 10th. Fifty-six passengers and 22 bags were landed there with 119 passengers destined for Cherbourg and 290 disembarking at Southampton the following day.
The westbound Oceanic had 280 First, 255 Second and 299 Third Class passengers on departure from Southampton and Cherbourg 18 August 1909 and Queenstown the next day and arrived at New York the morning of the 25th. Oceanic's cricket team lost their match against the Jamaicans 26-7 at Prospect Park on the 28th.
Oceanic left New York on 1 September 1909 with 61 First, 57 Second and 209 Third Class passengers and $100,000 in specie and cranked out one of her fastest crossings: Sandy Hook to Eddystone in 6 days 1 hour 16 mins at an average speed of 20.45 knots, indeed it was her best run on the route to date, beating her previous best by over two hours. Arriving at Plymouth at 5:50 p.m. on the 7th, she landed 60 passengers and 683 bags of mail there with 85 passengers for Cherbourg and 176 for Southampton, where she called the following day.
Whilst lying in Southampton Docks, fire broke out in Oceanic's Third Class accommodation on 11 September 1909. Both the dock and corporation fire brigades were called to the scene "and the flames were quenched after considerable damage had been done." (Evening Herald, 13 September).
Oceanic was still able to sail, on schedule, from Southampton on 15 September 1909 for New York and following her calls at Cherbourg and Queenstown, went out with an excellent list of 399 First, 254 Second and 588 Third Class passengers. including the American ambassador to Japan and family who were en route from Europe to their posting via San Francisco, and English theatre star Albert Chevalier. Also aboard was H. Hayden Sands, the first American to purchase a Bleriot monoplane who after attending the Reims Air Show, purchased one of the machines and had it aboard. Oceanic passed Sandy Hook at 5:30 a.m. on the 22nd.
With 93 First, 42 Second and 310 Third Class passengers, Oceanic departed New York on 29 September 1909 and after experiencing "fairly fine weather until the last two days of the voyage," arrived at Plymouth at 4:52 p.m. on 5 October to land 53 passengers and 24 bags of mail there with another 85 passengers leaving at Cherbourg and 310 at Southampton the following day. Detectives arrested two passengers on arrival at Plymouth, charged with larceny and embezzlement from a firm of silk merchants in London who had fled the country at the end of September and traced to New York. The Liverpool Daily Post (7 October) remarked that Oceanic, which had left New York on the previous Wednesday and arrived at Plymouth the following Tuesday afternoon, had her London-bound passengers in the capital by that evening, "This is a very fine feat."
Sailing from Southampton and Cherbourg on 13 October 1909 and Queenstown the following day, Oceanic coursed westwards with 106 First, 223 Second and 440 Third Class passengers including suffragette Mrs. Emmeline Pankhurst on her first visit to the United States, described by the Southern Daily Echo as "a quietly dressed, rather tired looking woman, with a pair of keen, earnest eyes, dispelled all pre-conceived notions of the fighting leader of the militant Suffragist movement." On arrival at New York (Oceanic passing Sandy Hook at 4:57 p.m.) the evening of the 20th, Mrs. Pankhurst was enthusiastically met by some 20 supporters at the pier and widely covered by the local press.
 |
| Credit: New York Tribune, 21 October 1909. |
Mrs. Emmeline Goulden Pankhurst, the suffragette leader, who recently served six weeks in an English prison through her zeal for the cause. of votes for women, arrived here last night from Southampton on the Oceanic. She sat at Captain Haddock's table during meals and announced on her arrival that she would return on the Oceanic, because she believed that she had only half converted the veteran skipper to the cause.
New York Tribune, 21 October 1909.
The homeward Oceanic cleared New York on 27 October 1909 with just 39 in First Class, 31 in Second and 253 in Third. She continued to enjoy fair weather passages that year and put in a fine run, logging 6 days 2 hours 46 mins at an average speed of 20.35 knots to reach Plymouth at 7:32 p.m. on 2 November where she landed 32 passengers and 22 bags of mail before resuming passage for Cherbourg (72 passengers) and Southampton where the remaining 266 passengers disembarked the following afternoon.
With 119 First, 80 Second and 284 Third Class passengers, Oceanic arrived at New York on 17 November 1909, having departed Southampton on the 10th and making another fast passage especially for the season.
On 23 November 1909 four White Star captains-- Oceanic's Commander H.J. Haddock, R.N.R.; Commander Bertram F. Hayes, R.N.R. (Laurentic), Commander Benjamin Steel, R.N.R. (Marine Superintendent, Liverpool) and Lt. J.E. Crossland, R.N.R. of the Australian service-- received commissions in the Royal Navy Reserve from H.M. King Edward VII.
Oceanic departed New York on 24 November 1909 with 98 First, 78 Second and 601 Third Class passengers. This time she encountered "stormy weather" but averaging 19.69 knots across, made Plymouth at 3:47 a.m. on 1 December. After landing 102 passengers and no fewer than 1.247 bags of mail there, Oceanic continued on to Cherbourg with 143 passengers and 409 bags of mail and a remaining 544 for Southampton where she docked that afternoon.
The hardworking Oceanic had one more round trip to get in that year, departing Southampton on 8 December 1909 and after making her immediate calls, went out with 143 First, 121 Second and 280 Third Class passengers, one of whom, Mrs. Goldberg of San Francisco, was reported to have been "robbed of valuable jewels" aboard the boat train from Paris to Cherbourg to embark. Also aboard was J.P. Morgan, Jr.. Of more interest, however, was Oceanic's epic mail consignment, said to be largest holiday mail yet landed in America in a single vessel and totalling 5,298 bags-- 2,559 loaded at Southampton and the remainder at Cherbourg and Queenstown.
The mailboat Postmaster General went alongside of the Oceanic before she reached Quarantine and the work of transferring the bags was carried on with such expedition as to win the praise of the Hon. Rodolphe Lemieux, Postmaster General of Canada, who is returning after attending the International Postal Congress held in Geneva in October. The Oceanic was but little delay by the mail transfer, and before she reached her pier the Government mail boat was alongside the pier at the foot of Cortlandt Street and her load was being hustled into mall wagons. The first lot of mall arrived at the General Post Office at noon and according to Postmaster Morgan, letters for the downtown section of the city went out with the carriers on the 1:30 delivery.
Mails for the other sections of the city were dispatched by pneumatic tubes to branch offices and by sundown all letters and packages for out of town were well on their way. The Oceanic's mail, the Post Office employees say, is the beginning of the Christmas deluge. Since each sack holds about fifty bundles of letters, and each bundle averages 100 letters, this record-breaking mail would Include, it all its contents were first-class, something like 25,000,000 letters. The consignment, however, consists principally of packages containing Christmas gifts which are largely responsible for swelling the mail to such unusual size.
New York Times, 16 December 1909.
With a predictably small list-- 42 First, 58 Second and 386 Third Class, who got to celebrate Christmas in mid-Atlantic, Oceanic left New York on 22 December 1909. Again favoured with "fairly fine weather" across, especially for the season, she accomplished the passage from Sandy Hook to Eddystone Light in 6 days 6 hours 52 mins. at 19.69 knots average to arrive at Plymouth at 4:29 a.m. on the 29th. Landing 38 passengers and 422 bags of bag there, she continued on to Cherbourg (192 passengers and 88 bags of mail) and Southampton, landing her remaining 347 disembarked that afternoon.
In 1909, Oceanic made 13 westbound crossings carrying 9,433 passengers and 13 eastbound crossings carrying 6,691 passengers or a total of 16,124 passengers.
 |
| Atmospheric moonlit depiction of Oceanic. Credit: eBay auction photo. |
1910
Ringing in the New Year in her homeport, and following drydocking, Oceanic resumed service with her departure from Southampton on 12 January 1910. Among her 87 First, 93 Second and 287 Third Class passengers Lord Balfour, Chairman of the Royal Commission on trade relations with Canada and the West Indies and Hon. C.W.M.D. Scott and Sir Daniel Morris of the Commission, and other side of the political spectrum, Vladimir Bourtseff, the Russian revolutionist, who true to his principles, travelled Second Class. Oceanic passed Sandy Hook at 5:25 p.m. on the 19th. When the snow finally cleared the field at Marquette Oval on the 22nd, Oceanic's football team played their match against the Brooklyn Club, but lost badly, 5-1.
Oceanic left New York on 29 January 1910 on her first westbound crossing of the year with a good complement for the season of 226 First, 78 Second and 163 Third Class for her efforts. Among her passengers was American Ambassador to Great Britain, Whitelaw Reid and Mrs. Reid and Joseph Pulitzer, Jr.. Calling at Plymouth early on 5 February, Oceanic arrived Southampton, via Cherbourg, that afternoon.
Off season traffic was encouraging and there were 104 First, 135 Second and 489 Third Class booked for Oceanic's westbound crossing from Southampton on 9 February 1910 including Chester A. Arthur, son of the former President of the United States. Oceanic had a miserable and stormy passage across almost on clearing Queenstown with a succession of westerly gales and was a full day late arriving at New York on the 17th.
The White Star liner Oceanic which usually lands her passengers at this port on Wednesday, regardless of season or bad weather, arrived here yesterday a day late from Southampton. She had dirty weather after clearing Queenstown, and forged through it. on the entire passage until she got a bit of moderate weather a few hundred miles east of Sandy Hook. The Oceanic usually maintains an average speed of 20 knots across the Atlantic, but the heavy westerly gales held her down to 17.58 knots.
The storms were the worst the big liner had encountered in several years. On Sunday, when a comber lifted up her stern, a big cumulative wave rolled over her descending bow and flooded her main deck forward. The water dashed upward as it broke over the base of the foremast, and James Monroe, a sailor, was jostled about and drenched in the crow's nest. The sudden pitching of the steamer threw Monroe against the mast, and his face was slightly bruised. He was not seriously hurt, however, and remained at his post until the change of watch.
As Monroe was recovering from the stinging effect of a bruised nose, a big wall of water hurled itself against the stout steel sides and smashed the deadlight in the stateroom of Dr. Allan McLane Hamilton, the alienist. The green flood poured into the room, but, apart from wetting the carpet and a couch, caused no damage or inconvenience. Dr. Hamilton that more trouble would surely have occurred had it not been for the exceptionally clever way in which Captain Haddock handled the Oceanic through the long run of bad weather.
New York Tribune, 18 February 1910.
Oceanic's arrival at New York on the 17th was notable in that it would be her last at White Star's longstanding berth at Pier 49 and on the 21st, she would shift to new IMM Piers 58-62 in the Chelsea section, each built of steel and concrete, double-story and 800 ft. in length. Indeed, she would be the first ship to dock at the new facility.
The flag was hauled down on the American and Atlantic Transport Line piers yesterday when the St. Louis sailed for Southampton and the Minnehaha for London, and with that act the occupancy of the piers practically came to an end. Tomorrow the White Star liner Oceanic, now berthed at Pier 48 on the North River, will move up to Pier 61, in the new Chelsea section. A ribbon of British and American colors will be stretched from pier to pier, and the breaking of this by the bow of the Oceanic will be an epoch in water-front history. It will signalize the completion of what is perhaps the most extensive and complete steamship terminal in this country.
New York Times, 20 February 1910.
Pre-empting plans, Oceanic shifted from Pier 48 to Pier 62 at sunrise on 20 February 1910, although the bunting was already in place for her break through and a reception held aboard the following day as planned.
Travellers from Hoboken were treated to an unusual spectacle early yesterday morning, when the ferryboat Scandinavia manœuvred in midstream opposite her slip at Christopher street. It was moving day for the White Star Line, even if it was Sunday, and all the goods and chattels then in port went up from Pier 48 to Pier 62, in the Chelsea Improvement District, on the steamship Oceanic, the fastest liner of the fleet. Plans were made to move her to-day, but the operating department, with an eye to business, shifted the big liner yesterday, that she might begin loading at sunrise this morning.
It was the first time the Oceanic sailed on Sunday, and the first time she has left her pier without a passenger. "Great Scott! What is this?" exclaimed a commuter on the upper deck of the ferryboat as the Oceanic's stern churned out to midstream. "That's the Lusitania," grumbled a man who knew it all. "What did you think it was, a rowboat? She couldn't get out last night, and she's now headin' for England." "I don't see any passengers on boat," observed a woman sitting amidships on the ferryboat. Her husband glanced at the Oceanic and remarked that it was a freight ship, and carried no passengers.
"I wonder why she is going up the river?" asked the young son of the enlightened couple. The lad's father without raising his eyes from his newspaper informed him that it was not unusual, as many of the big liners 20 upstream to make a turn somewhere between n Grant's Tomb and Yonkers. A man with a long beard, whom the boy called "uncle," corrected the father, and explained that "some big ships have to back out once in a while to see that the engines and propellers are in good trim.
New York Tribune, 21 February 1910.
The new Chelsea piers were formally opened yesterday. There was a lot of bunting spread about, flags across the bow of the Oceanic and flags in display on the pier, but there wasn't time for all the speechmaking that usually goes wit formal' openings. Luncheon was served aboard the Oceanic with Pier Superintendent E. 8. Wright and Supt.
Mayo and a few other old timers on hand to swap yarns about incidents of the last sixteen years in the old quarters. Outside on the pier the longshoremen were busy getting the cargo in and had no time to celebrate. The moving of the big ships uptown means moving day for many of them.
New York Herald, 22 February 1910.
Oceanic cleared Pier 61 on 26 February 1910 with 138 First, 80 Second and 322 Third Class passengers among them Charles M. Hays, president of the Grand Trunk Railway, and family, and Lady Coleridge. Despite hitting a moderate gale in mid-Atlantic, Oceanic made good progress, arriving at Plymouth at 1:53 a.m. on the 26th, crossing from Sandy Hook to Eddystone in 6 days 8 hours 17 mins. at an average speed of 20.24 knots. She had 92 passengers and 1,626 bags of mail at the Devon port and had another 88 passengers and 508 bags of mail at Cherbourg and 288 passengers for Southampton.
Immigration to the United States, which had declined c. 1907-09, picked up in 1910 and at the onset of the traditional early spring season, Oceanic numbered 972 in Third Class (plus 67 First and 222 Second) on clearing Queenstown on 10 March 1910 (Southampton and Cherbourg the previous day). On arrival at New York on the 16th came the shocking news of the suicide of a passenger, Willis E. Davies, banker and artist from San Francisco, who shot and killed himself in his cabin two days into the crossing.
When the steamship Oceanic got in yesterday it was learned that the death on board of Willis E. Davis, an artist of San Francisco, already reported by wire, by suicide. He shot himself in his berth a day out from Queenstown. The Oceanic sent a wireless to the nearest station on the Irish coast for transmission to F.W. Van Sicklen of San Francisco, Davis's brother-in-law, announcing that the artist had died suddenly. The body was brought here. He had been travelling abroad for health. He was ill of pneumonia when he boarded the ship.
He sent him valet to get the ship's surgeon on the first day out from Queenstown, and when the valet came hack with the surgeon Davis was dead in his berth. He had sent bullet through his head. Mrs. E. C. Hodges, who is at the Buckingham took charge of the body, which will he shipped to San Francisco. Mr. Davis's wife died while he was on the other side.
New York Herald, 17 March 1910.
The eastbound Oceanic cleared New York on 26 March 1910 with 87 First, 76 Second and 202 Third Class passengers. Making another good passage in fair weather, she made Plymouth at midnight on 2 April, logging 6 days 6 hours 17 mins. at 20.43 knots. She landed 41 passengers and 1,757 bags of mail there before resuming passage to Cherbourg (109 passengers and 526 bags) and the remaining 244 passengers disembarking at Southampton. Among those landing at Plymouth were 75 American Indians en route from North America to the Brussels Exhibition, including two, Red Shirt, aged 80, and Little Red Horse, aged 82, who were among those who overwhelmed and massacred General Custer and his forces 34 years previously. Ironically, it will be recalled that Mrs. Custer was a passenger, too, aboard Oceanic the previous year.
Charles M. Hays and family, returning from their European holiday were among the 83 First, 259 Second and 1,039 Third Class passengers embarking at Southampton and Cherbourg on 6 April 1910 and Queenstown the following day. Although Oceanic arrived at New York on the 13th (passing Sandy Hook at 5:35 a.m.) and disembarked her First and Second Class passengers, her large number of Third Class were obliged to remain aboard until they could be processed at Ellis Island being among some 5,000 arrivals that day on three ships and another 5,666 already at the Ellis Island facility.
Among the 119 First, 73 Second and 120 Third Class passengers departing New York on 20 April 1910 was Lord Kitchener, returning to England after a six-month world tour, who was mobbed by reporters and cameramen on boarding. Oceanic, logging 6 days 5 hours 57 mins. for the passage, at an average of 20.54 knots, reached Plymouth at 10:55 p.m. on the 26th where she landed 62 passengers and 43 bags of mail. After calling at Cherbourg the following morning to land 73 passengers, Oceanic arrived at Southampton at 12:30 p.m., disembarking her remaining passengers, including her most anticipated:
Lord Kitchener, on landing at Southampton from the Oceanic this afternoon, had a magnificent reception. Lord Kitchener, who looked bronzed and in perfect health, was met by Major Marker, who was military secretary to him in India. As his Lordship descended from the vessel he was enthusiastically greeted by the large crowd assembled on the quays, and he cordially acknowledged the greetings. He managed, however, to evade the crowd in characteristic fashion by going by a private road to clear his luggage, and then drove to the South- Western Railway Hotel, where he took luncheon with his Lordship the Mayor. In reply the pleasure it gave him to be back once more in England, but said he bad nothing to say on current questions, military or otherwise.
Southern Daily Echo, 27 April 1910.
Sailing from Southampton and Cherbourg on 4 May 1910 and on departing Queenstown the following day, Oceanic had 73 First, 120 Second and 436 Third Class passengers for New York where she arrived on the 11th, crossing the bar at 10:14 a.m.. The return eastbound crossing, from New York on the 18th, went out with 238 First, 133 Second and 28 Third Class with Mrs. J. Bruce Ismay among them. During the voyage a memorial service was held aboard on the day of the funeral of H.M. King Edward VII:
 |
| Credit: Evening Herald, 25 May 1910. |
A memorial service was held on board the Oceanic in mid-Atlantic last Friday, the day of the funeral of King Edward VII. The scene was a very impressive one. The passengers gathered in the saloon whilst General Edward C. O'Brien, formerly American Minister to Paraguay and Uruguay, with Mr. W. G. McAdee, a prominent resident of New York, read the lessons. Purser Lancaster rendered the other portions of the service, which concluded with Chopin's 'Funeral March,' played by the band of the Oceanic, with organ accompaniment.
The Daily Telegraph, 26 May 1910.
Putting in another of her remarkably consistent passages, aided by generally fine weather across, Oceanic got into Plymouth at 2:30 a.m. on 25 May 1910, logging 6 days 5 hours 6 mins at an average speed of 20.65 knots. She had 101 passengers and 412 bags of mail to land there before resuming passage for Cherbourg (178 passengers and 133 bags of mail) and Southampton, disembarking her remaining 317 passengers that afternoon.
New York-bound, Oceanic cleared Southampton and Cherbourg on 1 June 1910 and Queenstown on the 2nd with a total of 134 First, 151 Second and 265 Third Class passengers. She got into New York at 10:13 a.m. on the 8th.
From New York on 15 June 1910 with one of her best eastbound lists in some time-- 376 First, 154 Second and 162 Third-- 421 miles west of Plymouth, Oceanic passed an American squadron of three battleships, Indiana, Iowa and Massachusetts, also en route to the Devon port. Oceanic arrived at Southampton at 8:00 p.m. on the 22nd.
Carryings, which showed some improvement earlier in the year, slacked off and there were only 127 First, 123 Second and 168 Third Class tickets sold for Oceanic's 29 June 1910 sailing to New York where she arrived on 6 July, passing Sandy Hook at 7:50 a.m..
 |
| Credit: New York Tribune, 14 July 1910. |
Among those sailing (196 First , 99 Second and 223 Third) from New York on 13 July 1910 was Oceanic's designer, Alexander M. Carlisle, general manager of Harland & Wolff, who had only recently come over in Celtic:
The Right Honorable Alexander M. Carlisle, P. C.. general manager of the Harland & Wolff shipyards at Belfast, Ireland, returned to Queenstown yesterday on the White Star liner Oceanic. He was here three days in search of rest and found it not.
The gruff and able Irishman, who is responsible for the building of the two new White Star liners, Olympic and Titanic, was not satisfied with his visit. He said he went to his hotel on the arrival of the Celtic on Sunday night and stayed there in a restless condition, hoping against hope that he might keep cool. The party of friends who bade him goodby yesterday asked Captain Haddock to see to it that the veteran shipbuilder had his full share of cool sea air and plenty of salt water baths, the latter being one of the reasons he made the excursion to New York.
Mr.Carlisle got into a bomb-proof room yesterday on the Oceanic and let the door about five inches. In(his caisson open son he talked not with but at the reporters who ventured to visit him.
"Hang it all! came the voice from within "Hang the heat! I haven't been to a darned shipyard. Don't know a darned darned thing about shipyards. Goodby."
Mr. Carlisle was not angry, but annoyed by the hear. Bang went the door of Oceanic's caisson and the greatest ship builder in Great Britain chuckled.
New York Tribune, 14 July 1910.
Putting in a good run for her builder, Oceanic arrived at Plymouth after a fair weather passage at 12:54 a.m. on 20 July 1910, landing 86 passengers and 257 bags of mail there with another 112 passengers and 72 bags for Cherbourg and a final 321 disembarking at Southampton that afternoon.
The New York-bound Oceanic went out on 27 July 1910 from Southampton and intermediate ports with 271 First, 232 Second and 200 Third Class passengers including Mrs. Ava Willing Astor and her daughter. Oceanic arrived at New York on 3 August (passing Sandy Hook at 7:51 a.m.) , with news of an unusual incident on her last eastbound voyage:
When the Oceanic, which arrived yesterday, was plowing her way eastward on July 19 she fell in with the little French a ketch Myosotis, bound from St. Plerre, Miquelon, for Bordeaux, flying a signal distress. As Oceanic swerved from her course thot and slowed down to find out what was the matter a boat put out from the sailing vessel, and as the Oceanic came to stop a man in the boat explained that they were short of provisions. They wanted vinegar, flour, sugar, and potatoes.
While the supplies were being lowered to the small boat the Oceanic lay in a sea like glass. There was almost no motion and the weather was warm.
Capt. Haddock, from the bridge, was watching operations, when suddenly a cry of Man overboard! was raised. Looking along the port side of the vessel he saw two heads bobbing up and down and being carried astern by the current.
The men in the water were a Mr. Field of Vancouver and a Mr. Ertzied, an en gineer, second-class passengers, both EnglIshmen, and both excellent swimmers.
When the steamship stopped the men were on deck. One remarked that conditions were fine for a swim.
'It's a go,' was thereply, and, kicking off their shoes and clothed as they were, both climbed to the rail and dropped to the " water. Other passengers raised the cry of man overboard! Knowing their danger, Capt. Haddock ordered life buoys thrown over. Field was swimming well, but his companion was in trouble. Field went to the assistance of his friend, who was playing out fast.
Field held him above water until the buoy reached them, and fastened the life line about the other man's waist. Thus he was hauled on board. was dragged to the deck. The rescue work delayed the Oceanic still more, and Capt. Haddock had both men brought before him. The Oceanic was in about mid when the men.
New York Times, 4 August 1910.
Departing New York on 10 August 1910, Oceanic went out with 108 First, 104 Second and 202 Third Class passengers and again enjoyed another fair weather crossing to Plymouth where she arrived at 4:03 a.m. on the 17th. Seventy-six passengers and 379 bags of mail went off there with another 98 passengers and 158 bags for Cherbourg and the remaining 239 for Southampton.
The westbound Oceanic, from Southampton on 24 August 1910 had, on clearing Queenstown the next day, a near capacity list of 378 First Class, 287 in Second and 337 Third Class as the annual American exodus home from overseas was in full swing. She reached New York at 12:57 a.m. on the 31st, docking later that morning.
Indicative of a pronounced fall off in trans-Atlantic traffic at the onset of the autumn season, Lusitania went out on 7 September 1910 with the smallest list of cabin passengers she had carried in many months and, sailing the same day, Oceanic had but 52 First, 121 Second and 238 Third Class aboard. She afforded what was now her trademark "fair weather passage" and a mighty quick one, too, clocking 6 days 2 hours 7 mins. from Sandy Hook to the Eddystone at an average 20.32 knots, arriving at Plymouth at 12:26 a.m. on the 14th and shed her light list as follows: 41 passengers at Plymouth, 65 at Cherbourg and 309 at Southampton.
Contrasting with eastbound traffic, westbound remained brisk well into the month and there were 376 First, 262 Second and 499 Third Class passengers aboard Oceanic for New York from Southampton and intermediate ports 21-22 September 1910.
The big liner brought 1,137 passengers, of whom 638 were in the cabin. Among the latter was a delegation of some of the most prominent men in Ireland, including Michael Doyle, Lord Mayor of Durbin; Sir Edward Fitzgerald, Mayor of Cork: W. A. Lindsay of the Belfast Chamber of Commerce, Sir James Long, Chairman of the Harbor Board of Cork: William Loughman. Mayor of Killarney; Charles 'Callaghan, a member of the Queenstown Harbor Board, and William Lonecan.
The Irish business men are on their way to Washington to discuss with Postmaster General Hitchcock the question of inducing the Cunard Line not to discontinue Queenstown as a port of call.
New York Times, 29 September 1910.
Oceanic did Capt. Haddock and her crew proud and put in her fastest ever westward crossing to date: 5 days 15 hours 42 mins. from the Fastnet to Sandy Hook, besting her previous mark by exactly one hour. She reached New York 28 September 1909.
Not to be outdone by other liners that are so consistently lowering their speed records of late, the White Star steamship Oceanic, in yesterday morning from Liverpool, arrived off the Ambrose Channel Lightship at the end of the fastest westward voyage she has made since she went into commission a dozen years ago. From Fastnet the Oceanic's time was days 15 hours and 42 minutes, which beats her best previous record for the westward run by exactly one hour.
New York Times, 29 September 1910.
A prophecy made some three years ago by Captain Herbert J. Haddock, that he could break the record of the White Star liner Oceanic, was fulfilled yesterday when he brought her to port an hour earlier than her best time between Fastnet and the Ambrose Channel Lightship. The Oceanic, which is the fastest vessel of the White Star fleet, was turned over to Captain Haddock when Captain Smith was assigned to the Adriatic. Captain Smith had brought her over in 6 days 16 hours and 42 minutes, and declared that it was the best she could do. Although fog and coal and storms had played their part in holding off the record, Captain Haddock never lost hope, and made the trip which ended yesterday he good his promise by maintaining an average speed of 20.49 knots.
New York Tribune, 29 September 1910.
Outbound from New York at 4:30 p.m. on 5 October 1910, Oceanic had 96 First, 64 Second and 315 Third Class passengers, and put in another excellent passage of 6 days 2 hours 8 hours at 20.32 knots to reach Plymouth at 12:38 a.m. on the 12th. She landed 45 passengers and 1,075 bags of mail there as well as $55,000 in specie and resumed passage to Cherbourg (123 passengers and 392 bags of mail) and Southampton with the remaining 311 passengers.
White Star and American Line released their combined winter sailing list on 11 October 1910 which was similar to the previous year and would see St. Louis, Teutonic and Majestic laid up for the off-season and the Wednesday mail service jointly maintained by St. Paul, Philadelphia and Oceanic and Adriatic. It was also planned to have Atlantic Transport Line's Minnewaska, Minnehaha and Minneapolis call at Southampton as well so the total service to and from the port was not materially reduced.
With 210 First, 290 Second and 307 Third Class aboard, Oceanic was New York bound on 19 October 1910 where she arrived at 6:40 a.m. on the 26th. Oceanic's football team beat that of Caronia 2-0, in a match at Van Cortlandt park on 1 November.
Eastbound on 2 November 1910, Oceanic left New York with 89 First, 61 Second and 403 Third Class aboard and arrived at Plymouth in the small hours of the 9th and Cherbourg and Southampton later that day.
Clearing the Solent at noon on 16 November 1910, Oceanic had 102 First, 196 Second and 172 Third Class passengers on departure from Queenstown the next day. Her arrival at New York on the 23rd (passing Sandy Hook at 6:35 a.m.) was marred by a collision with a coal barge:
While threading her way up the bay yesterday morning the White Star liner Oceanic, inbound from Southampton, sank one of two barges in tow of a tugboat. Two persons, the skipper barge and his wife, were thrown into the water, but were picked up by the tug.
The accident happened off Robbins Reef Lighthouse. The tug Huntington of the Red Star Towing Company was crossing the bay with barge Red Star 14 and the Morning Star astern. The barge No. 14 loaded with coal and had aboard Capt. Charles Coutant and his wife Mary, who are both middle-aged.
Capt. Charles Gildersleeve of tugboat steered across the bow of the liner. The Oceanic was only making six knots, but the strong tide upset calculations, and the tow could not clear her. The tug tried to swerve to one side, but before the hawser to the barge, 150 feet astern, tightened the steel cutwater of the liner cut into the starboard side of the Red Star 14 near the stern.
Mrs. Coutant was looking her wash on deck and the skipper the after, cabin. The force of the blow was terrific, and the skipper was practically blown through the companionway into bay, where he floundered about among the wreckage of the barge. His wife, who could not swim, managed to get hold of hatch cover as she went into the water, and held on till her husband swam to her side.
The tugboat at once was backed down to help them. Her propeller fouled the tow line and she became disabled, but she had sufficient sternway to reach the wreckage. Two men leaned over her side and hauled Mrs. Coutant on board. A quick turn of the rudder brought the tug alongside her husband, and he, too, was drawn up on deck.
Meanwhile Capt. Haddock of the Oceanic stopped her within her own length and lowered a boat in charge of Third Officer Cater and five men. It was in the water in two minutes, but was too late to help in the rescue. Neither Capt. Coutant nor his wife is the worse for their adventure, but they lost $30.
New York Times, 24 November 1910.
Departing New York on 30 November 1910 with 75 First, 65 Second and 449 Third Class passengers, Oceanic made Plymouth at 2:48 a.m. on 7 December where she landed 74 passengers, 400 bags of mail and $425,000 in specie. Resuming passage at 3:35 a.m. for Cherbourg (123 passengers and 122 bags of mail) and Southampton, she arrived at her homeport that afternoon to disembark her remaining 394 passengers.
It would be Christmas at sea for her officers, crew and 126 First, 86 Second and 158 Third Class passengers as Oceanic passed down the Solent on 21 December 1910 for New York where she arrived on the 28th, crossing the Bar at 6:34 a.m.. Among those aboard was American aviation pioneer Wilbur Wright.
In 1910, Oceanic made 13 westbound crossings carrying 10,013 passengers and 12 eastbound crossings carrying 5,812 passengers or a total of 15,825 passengers.
 |
| Oceanic at Southampton, c. 1910. Credit: Reddit oceanlinerporn. |
1911
Oceanic had to be moved on 5 January 1911 to the White Star pier just below that of American Line to allow the arriving St. Paul to dock in the icy slip with considerable difficulty amid a strong ebb tide. As it was, it took over an hour to move Oceanic in the ice to the other pier. She sailed for Southampton at 10:00 a.m. on the 7th, going out with a good list for the time of year of 195 First, 110 Second and 496 Third Class and $550.000 in specie. Making good time across, Oceanic arrived at Plymouth at 10:53 p.m. on the 13th, crossing in 6 days 5 hours 16 mins. at an average 19.89 knots. Landing 157 passengers, 1,382 bags of mail and her specie there, she was off by 12:20 a.m. for Cherbourg (landing 113 passengers and 675 bags of mail there) and arriving at Southampton that afternoon to disembark her remaining 582 passengers.
From Southampton and Cherbourg on 18 January 1911 and Queenstown the next day, Oceanic began her first westbound crossing of the year, going out with 88 First, 128 Second and 193 Third Class passengers and arriving at New York on the 25th. Oceanic's football team played that of Mauretania to a 1-1 draw on the 28th in Van Cortlandt Park.
Among the 173 First, 62 Second and 360 Third Class sailing from New York at 11:00 a.m. on 4 February 1911 was famed actress Marie Tempest and George Armour. Encountering strong winds for the final two days, Oceanic reached Plymouth at 4:22 a.m. on the 11th, taking 6 days 10 hours 38 mins across at 19.91 knots, landing 77 passengers and 1,915 bags of mail there. She had 165 passengers and 549 bags for Cherbourg and a final 356 debarks at Southampton.
The New York bound Oceanic had 58 First, 168 Second and 258 Third Class on departing Southampton and intermediate ports 15-16 February 1911. She arrived in a Port Of New York filled with ice and on reaching Quarantine at 8:30 p.m. on the 22nd, Capt. Haddock prudently decided not to carry on to her berth at night and dock the following day, causing some confusion with customs officials:
Had it not been for the great quantity of floating ice in the Hudson the White Star liner Oceanic might have landed her passengers to-day without customs supervision. The ship reached Quarantine at 8.30 last night. Word was sent to Capt. Haddock, her captain, from the White Star offices that it would not be worth while for him to try to buck the ice floes in the dark.
The customs people were told that the Oceanic would not come up until morning. Somehow they also got the idea that Dr. Doty had not passed the ship through Quarantine and would not until morning at the usual time. He had, though.
So when the revenue cutter sailed out from the Barge Office at half past seven o'clock to-day the customs men aboard of her were quite Ignorant of fact that the Oceanic had gone up the river half an hour before. When they learned that Capt. Haddock, whether intentionally or not, had stolen home on them the cutter was headed for the North River at full speed.
The Oceanic was found a hundred feet from her pier, crunching into the ice which filled her berth. All her donkey engines were grunting and straining at three stern lines and six tugs were bumping and snorting along her sides. She was a full hour and a half getting near enough to the pier to put out a gang plank, and even then fifty feet of her stern stood out into the river with the ice floes dealing her a succession of shivery taps. The customs inspectors had plenty of time to get aboard call for the declarations of the passengers.
The Evening World, 23 February 1911.
Capt. Haddock of the White Star liner Oceanic stole a march on the Customs men yesterday morning. His vessel reached early Wednesday night and by the Quarantine Quarantined officers, but did not come to her pier because of ice in the river, anchoring until yesterday morning, With the coming of light she weighed anchor and started for her pier, passing up before the revenue cutter left the Battery at 7:30 a. m.
The cutter had to follow her to her pier. The customs had plenty of time, however for force, west wind had piled the ice along the New York side of the river, and getting her nose in her slip she could not move. She was so early that no tugs were at hand to assist her, and it was nearly 8 o'clock before they arrived. After that it took over half an hour to force her in so the gangplanks could be put out.
New York Times, 24 February 1911.
Clearing Pier 60 North River at 9:30 a.m. on 4 March 1911, Oceanic departed with 114 First, 79 Second and 258 Third Class passengers. Passing Sandy Hook at 11:00 a.m., she was favoured by "moderate weather" across, doing the run to Plymouth in 6 days 7 hours 43 mins. at 20.28 knots and dropping anchor in Cawsend Bay at 1:12 a.m. on the 11th. Dropping 92 passengers, 1,651 bags of mail and $475,000 in specie there, she resumed passage at 2:30 a.m. for Cherbourg (140 passengers and 543 bags) and Southampton where the remaining 214 passengers (and 24 bags of mail) were landed that afternoon.
Westbound once again from Southampton on 15 March 1911 and intermediate ports, Oceanic arrived New York on the 22nd with 130 First, 296 Second and 774 passengers, after encountering stormy weather across including one rather dramatic incident the previous day:
With part of her top rigging shattered to show where a streak of lightning had scarified her the White Star liner Oceanic arrived this afternoon, several hours belated by bad weather.
The lightning came along at 6 o'clock yesterday morning Just after the Oceanic had run into a brisk thunder shower. The hour and the rain together had conspired to keep even the early-rising passengers below and the decks were practically deserted except for a few members of the crew, when there was a crash of thunder and a huge flare of flame close at hand.
The bolt hit the foretopmast, a wooden stick twenty-five feet long and eight inches thick at the base which is stepped to the top of the stumpy steel foretopmast and snapped it off short at the butt with such violence that the tough steel itself was split down lengthwise for a distance of several feet.
The shattered timber dropped backward with a rousing smash upon the superstructure just abaft the forward sky lights, narrowly missing the glass dome over the stair well in the main saloon. Then it clattered overboard. For a second or two the air tingled with electricity and little flickers of fire,so the startled sailormen said played about the metal work.
The wireless sputtered futilely, for the foremast, which was largely ornamental, also served to uphold the apparatus. The racket overhead brought nearly everybody out of his or her berth standing up, and a few scary-minded women and a man or two ran half dressed up on deck prepared to give an imitation of a panic at sea should there be the slightest excuse for such an exhibition. But except for the wreck of the foretopmast and a few deep dents in the superstructure there was nothing show that anything unusual had happened, and the big ship was not even slackening her gait. So the panicky ones returned below and became 'calm and rational. It was after dark last night, however, before the wireless people succeeded in getting their machines in working order again.
The Evening World, 22 March 1911.
The White Star liner Oceanic came into port yesterday without her wooden foretopmast. It was shattered by lightning in a heavy squall on Tuesday morning. The ship was plowing her way through a heavy sea when the bolt struck. The ship rocked and then from the foremast about nine feet of wooden spar came crashing to the deck. The top of the mast Just missed the funnel, dropping on the tailing around it and near the glass saloon dome, No one was hurt. Chief officer Lightoller, who was on the bridge, came near being struck by big splinters.
The breaking of the mast top snapped the wireless riggers, putting the wireless out of commission. It was nearly an hour before the damage was repaired so that messages could be sent. This was done by stringing the wires between the main and mizzen masts. Though the Oceanic encountered heavy seas all the way from Daunt's Rock to the Ambrose Channel, she made the voyage in 6 days and 52 minutes, arriving here on time.
New York Times, 23 March 1911.
The White Star liner Oceanic, in yesterday from Southampton, ran into an unusual bit of weather on Tuesday morning that was a medley of snow squalls and thunder showers. At 8 2. a.m. she was steaming along at about nineteen knots through a series of snow flurries, and many of the passengers remained within d doors. A half hour later there came a blinding flash of lightning and about nine feet of the foretopmast came crashing on deck, carrying with it the forward end of the wireless antenna.
Some of the passengers who had ventured on deck before the lightning struck were frightened, and those within doors were alarmed at the heavy peal of thunder that followed the flash. The broken foretopmast was carried aft and fell on the railing at the base of the forward funnel, clearing the first officer, who was on the bridge. Captain Haddock put his men to work. and within several hours the wireless was rigged from the mainmast to the mizzen and the operator resumed his message sending and receiving. The little meteorological incident did not cause the captain to reduce speed.
New York Tribune, 23 March 1911.
Departing New York at 3:00 p.m. on 29 March 1911, Oceanic went out with 150 First, 74 Second and 208 Third Class passengers, including the Lord Bishop of the Falkland Islands. Putting in another consistent passage of 6 days 7 hours 23 mins. at 20.33 knots, she arrived at Plymouth at 5:52 a.m. on the 5 April, landing 108 passengers, 2,245 bags of mail and $250,000 in specie there with another 120 passengers and 890 bags for Cherbourg and 202 passenger for Southampton where she arrived that evening. It was the final voyage for Chief Engineer J.W. Alexander, retiring after 38 years with White Star during which he crossed the Atlantic 912 times and logged about three million miles.
Bound for New York from Southampton and intermediate ports on 12-13 April 1911 were 107 First, 149 Second and 439 Third Class passengers whom Oceanic landed at New York on the 19th.
Eastbound, Oceanic cast off from Pier 60 at 3:00 p.m. on 26 April 1911 with a good list of 215 First, 136 Second and 574 Third Class passengers, including the singer Countess Eleanore de Cisneros bound for an engagement at the Opera Comique in Paris and then a tour with Melba and John McCormick of Australia. They were afforded Oceanic's "fair weather" across, arriving at Plymouth at 5:47 a.m. on 3 May after a 6-day, 7-hour and 19-minute crossing at an average speed of 20.32 knots. Landing 163 passengers and 1,163 bags of mail there, Oceanic carried on to Cherbourg (135 passengers and 450 bags) and Southampton where she docked that afternoon with her remaining 627 passengers.
There were just 49 First, 123 Second and 376 Third Class disembarking Oceanic at New York on 17 May 1911 (from Southampton and intermediate ports 10-11th).
Andrew Carnegie and family were among the 197 First, 163 Second and 302 Third Class sailing from New York on 24 May 1911. Relishing another "fine-weather passage," they arrived at Plymouth at 7:03 a.m. on the 31st where 164 disembarked and 400 bags of mail were discharged before Oceanic resumed passage at 7:39 a.m. for Cherbourg (212 passengers) and Southampton where the 286 remaining landed on arrival that early evening.
Departing Southampton and Cherbourg on 7 June 1911 and Queenstown the following day with 57 First, 97 Second and 156 Third Class passengers, Oceanic was making her final voyage as White Star flagship with the giant new Olympic due to take the next voyage, her first, on the mail service on the 14th. Her introduction broke up the remarkable and beloved trio of Oceanic, Majestic and Teutonic which had maintained the mail service since 1899 with Teutonic, relieved by Olympic, going on the St. Lawrence route. Oceanic, putting into another routine crossing, arrived at New York at 11:31 a.m. On the 14th.
June 1911 was a glorious apogee for all things British with the Coronation of King George V and ushering the apex, too, of what was still The Edwardian Era. Coronation Day (22 June) would be observed all over The British Empire, on land and sea, and in the Port Of New York where special observations were planned by Lusitania, the new Olympic, Oceanic (at sea) and Arabic, Minnetonka and Carmania.
Clearing New York on 21 June 1911, the same day the new Olympic arrived on her maiden voyage, Oceanic went out with 356 First, 170 Second and 358 Third Class passengers. The weather was "fair" but with strong to modern winds, her passage across to Eddystone Light from Sandy Hook occupied 6 days 10 hours 20 mins. at an average speed of 19.95 knots. Arriving at Plymouth at 8:45 a.m. on the 28th, she landed 157 passengers and 403 bags of mail there and on her way at 9:21 a.m. for Cherbourg (327 passengers and 403 bags) and Southampton with 401 passengers disembarking that evening.
Oceanic passed down the Solent on 5 July 1911 and after calling at Cherbourg and Queenstown, was bound for New York with 168 First, 189 Second and 247 Third Class passengers. When 1,130 miles west of Ambrose, she passed the homeward American battleships Kansas, New Hampshire, South Carolina and Louisiana. Oceanic arrived at New York p.m. On the 12th.
Casting off from Pier 60 at 3:00 p.m. on 19 July 1911, Oceanic had 191 First, 162 Second and 460 Third Class passengers aboard. After "a fine weather passage" (again!), she made Plymouth at 6:46 a.m. on the 26th, landing 149 passengers and 471 bags of mail there with another 202 passengers and 166 bags for Cherbourg and 466 for Southampton.
 |
| Credit: New York Times, 10 August 1911. |
From Southampton and Cherbourg on 2 August 1911 and Queenstown on the 3rd, Oceanic steamed westwards with 174 First, 196 Second and 177 Third Class passengers, among them being, once again, Wilbur Wright, who was met on the pier on arrival at New York on the 9th (passing Sandy Hook at 9:27 a.m.) by his brother, Orville. Hitting the warmth of the Gulf Steam on the 8th caused considerable discomfort in the stokehold:
The hot spell ashore was nothing to that encountered by the White Star liner Oceanic while crossing the Gulf Stream on Tuesday on her way to port from Southampton, She got in yesterday. The voyage up to Tuesday had been a cool and pleasant one. That morning the wind changed and the temperature began to rise. By afternoon it was excessively warm. Then the wind dropped suddenly and the steamship was in dead calm.
In a few minutes after the wind died down the temperature in the stokehold rose to 120 degrees.. No draught could be carried to the men working below decks. During one watch twenty men were overcome by the intense heat and sent to the hospital. Many others, It is said, had to be attended in the ship's hospital before the vessel got through the Gulf Stream and entered cool waters nearer port.
New York Times, 10 August 1911.
Going out at noon on 12 August 1911, Oceanic left New York with 111 First, 83 Second and 305 Third Class passengers and had another of her "fine weather passages," crossing in the smart time of 6 days 6 hours 53 mins. from Sandy Hook to Eddystone Light at 20.40 knots average speed to reach Plymouth at 2.12 a.m. on the 19th. She had 71 passengers, 359 bags of mail and $250,000 in specie to land there before resuming passage at 3:08 a.m. for Cherbourg (173 passengers and 87 bags) and Southampton where the remaining 256 passengers disembarked that afternoon.
Oceanic made New York on 30 August 1911 (from Southampton and intermediate ports 23-24) where she landed 391 First, 251 Second and 335 Third Class passengers (her numbers buoyed by many who had rebooked away from the Liverpool-based ships owing to a dock strike there) after a stormy crossing with strong westerlies and head seas and some remarkable climate variations en route. She also had a bit of a close call with an ice berg off the Grand Banks:
The steamship Oceanic, of the White Star Line, which arrived in port to-day, was so crowded with Americans returning from holidays abroad and who had been transferred from other ships on account of the big dock strike, in Liverpool, ship's officers had to give up their cabins and It a necessary to place dining tables companionways. As the Oceanic sailed Southampton, where there are no strike troubles, she not delayed or embarrassed by a scarcity of stokers or stewards and was regarded as floating haven by scores of stranded travellers. The liner passed through such extremes of weather on the trip that her usually imperturbable commander, Capt. was moved to indulge in superlatives and describe it as "a bit nawsty." Which, according to those who know him best, is equal to an expletive for an ordinary man.
The weather ranged from polar cold to equatorial humidity, and there was a storm Monday that came up so quickly passengers on the deck were drenched by the great waves that deluged the big ship from stem to stern. Tuesday an iceberg, which is described as a mile long and 250 feet high, was encountered and made things so cold that everybody promenaded in heavy coats. That night the Oceanic ran into a dense fog and when it lifted she found herself within half a mile of three big ships.
The Evening World, 30 August 1911.
The White Star liner Oceanic, in yesterday from Southampton, Cherbourg and Queenstown, passed on Sunday afternoon off the Banks a big iceberg about two miles to the north of her course and many of the passengers snapshotted it. On Monday night, in a thick liner was forced to stop in a hurry and back to avoid collision with a freight steamship. The jar of the sudden reversal of the engines awoke a lot passengers and startled those who were awake.
New York Herald, 31 August 1911.
The passengers on the White Star liner Oceanic, which arrived here yesterday from Southampton via Cherbourg and Queenstown, had a stormy experience on their way over for this time of the year. gales and heavy head seas that Westerly swept the deck 50 that it was not safe to venture out confined the passengers to the cabins for the greater part of the trip. In addition, the liner passed close to a huge iceberg off the coast of Newfoundland, and during a dense fog a collision with another steamship was averted. Three hours later the fog lifted and showed the passengers who were looking out of the portholes that a large sailing vessel was within a few cables' length.
New York Times, 31 August 1911.
Casting off from her North River Pier at noon on 2 September 1911, Oceanic had the typical light end of season list of 93 First, 90 Second and 246 Third Class. It was yet again "a fair weather passage" and a right smart one, too, logging 6 days 1 hour 20 mins. at 20.42 knots, and getting her into Plymouth at 9:05 p.m. on the 8th where she discharged 56 passengers, 336 bags of mail and $350,000 in specie. There remained 107 passengers and 81 bags for Cherbourg and 267 passengers for Southampton, reached the following day.
Just as typically, Oceanic's late season westbound sailing of 13 September 1911 was heavily booked with returning American tourists, totalling 393 First, 242 Second and 314 Third Class. She reached New York on the 20th.
From New York on 23 September 1911, Oceanic went out with 99 First, 55 Second and 328 Third Class. She put in one of her best eastbound runs this trip, crossing in just 6 days 23 mins. at an average speed of 20.56 knots and getting into Plymouth at 7:49 p.m. on the 29th. Landing 56 passengers, 403 bags of mail and $175,000 in specie at the Devon port, Oceanic carried on to Cherbourg (152 passengers and 97 bags) and disembarked her remaining 273 passengers at Southampton the following day.
There were still sufficient returning tourists to swell Oceanic's 4 October 1911 westbound crossing with 314 First, 271 Second and 262 Third Class passengers for New York where she docked on the 11th. Not all her passengers were homebound vacationers, and suffragette Mrs. Emmeline Pankhurst was again aboard to attend series of women's meetings in America.
Clearing New York midday on 14 October 1911, Oceanic had 75 First, 49 Second and 243 Third Class passengers aboard. She gave them a smart passage across, reaching Plymouth at 8:25 p.m. on the 20th, 6 days 41 mins out from Sandy Hook at 20.52 knots. Landing 51 passengers, 386 bags of mail and $500,000 in specie there, Oceanic had another 101 passengers and 88 bags to land the next day at Cherbourg and a final 216 passengers and 72 bags at Southampton.
 |
| Credit: New York Times, 2 November 1911. |
The New York-bound Oceanic departed Southampton on 25 October 1911 and on departure from Queenstown on the 26th, had 135 First, 200 Second and 175 Third Class passengers including Miss Anne Morgan, daughter of J.P. Morgan. Her arrival there on 1 November was almost overlooked by those waiting on the pier:
While waiting on the White Star yesterday for the Oceanic to dock. friends of the Incoming passengers passed away the time by eating walnuts, almonds, and Barcelona nuts unintentionally provided free by International Mercantile Navigation Company, Hundreds of bags of nuts, apparently imported Thanksgiving, were stacked on the pier, and many of them had burst scattering their contents in all directions. There were also some sacks of peach kernels which were mistaken for shelled almonds by the crowd.
The welcomers were so busy eating nuts that they did not rush to the side and wave to their friends as the Oceanic came alongside the pier. The only sons who did not join in the free feast were Herbert Satterlee and Mrs. Satterlee, daughter of J. P. Morgan, and Miss Jeanette Gilder, who came with them to meet Miss Anne Morgan.
Apart from the nuts, the chief attraction on the pier was Mrs. F. Cazenove Jones, Jr., formerly Miss Gladys Kemp, who returned wearing a magnificent reached cloak made from a leopard's skin, that nearly to her feet.
New York Times, 2 November 1911.
Casting off at noon on 4 November 1911, Oceanic sailed from New York with 75 First. 71 Second and 408 Third Class aboard. Even encountered "strong to moderate winds and rough to moderating sea on the 9th and 10th," (Western Morning News, 11 November), Oceanic came over in 6 days 1 hour 7 mins. at an average 20.46 knots. Reaching Plymouth at 8:30 p.m. on the 10th, she dropped 72 passengers, 372 bags of mail and $250,000 in specie there and had 140 passengers and 85 bags of mail for Cherbourg and 342 passengers for Southampton.
 |
| Credit: The Evening World, 22 November 1911. |
The westbound Oceanic (from Southampton on 15 November 1911) had 197 First, 163 Second and 176 Third Class passengers, two of whom attracted apparently the most notice during the crossing and on arrival at New York on the 22nd:
Two of the prettiest faces known to the operatic stage two hemispheres peered from the rail of the liner Oceanic as it docked to-day. Carmen Mells, a favorite with the old Hammerstein opera patrons and now prominent among the singers of the Boston Opera company, was one of the pair of beauties. The other was the reigning vision of loveliness to Parisian opera-goers, Vena Prozler, who will make her, American debut in Boston as Thais, a role in which she said don't let our Mary Garden hear you--to outshine any soprano who ever attempted the part.
The two beautiful singers were the belles of the ship. Unfortunately Miss Mells succumbed to mal de mer when two days at sea and spent the most of the voyage In her stateroom, but her companion rose to the occasion and, according to the ship's chief gossip, had all the eligible men on board dancing in constant attendance.
Mille. Brozier is of the cavalier type, tall, svelte and dark, with eyes and a flash of little white teeth when she smiles.
The Evening World, 22 November 1911.
There were 104 First, 72 Second and 508 Third Class tickets sold for Oceanic's 25 November eastbound crossing commencing at noon and getting her into Plymouth at 5:08 a.m. on 2 December after slow and rough crossing with "moderate and fresh winds on the first two days,moderate N.N.W. gales on the 28th, strong N.N.W. gale, heavy squalls, and high seas on the 29th, and gales for the remainder of the voyage," taking 6 days 9 hours 26 mins. and averaging 19.38 knots. The Western Morning News (4 December) reported "on the 29th ult. The ship dropped nearly 100 miles on her daily run. She was swept by tremendous seas, and it was one of the worst storms ever experienced by one of the officers of the liner." After landing 173 passengers and 366 bags of mail, she resumed passage at 5:44 a.m. for Cherbourg (127 passengers and 93 bags) and Southampton, arriving that afternoon, to disembark the remaining 385.
Starting her final voyage for the year, Oceanic left Southampton and Cherbourg on 6 December 1911 and Queenstown the next day with 126 First, 159 Second and 200 Third Class passengers, among them J.P. Morgan, Jr. and Anthony J. Drexel. She arrived at New York on 13th, almost a day late, after rough weather and fog en route and with stories of a near miss with the cable ship Mackay-Bennett on the 12th, 480 miles east of Sandy Hook:
The White Star liner Oceanic, which had invariably made port on Wednesday, did not get in until yesterday. Rough weather and fog held her back. On Tuesday, about 11 p. m., when some five hundred and eighty miles east of Sandy Hook, she ran close to the cable ship Mackay-Bennett, which had a small boat out and was at work upon the cable. The weather was unusually thick, and the Oceanic's speed had been reduced to mere steerageway.
She had been blowing her whistle every five seconds, and suddenly heard the siren of the cable ship. Some of the passengers who were on deck at the time were frightened, but Captain Haddock got out. of the loiterer's way by a big margin.
New York Tribune, 15 December 1911.
Mr. Drexel was much disturbed by the narrow escape the Oceanic had from a collision with the cable steamer Mackay-Bennett. The cable ship was in the steamship lane repairing a cable, showing two white lights and red and tooting a long blast and two short ones every sixty seconds. The weather was very thick and the Oceanic had been diving under seas which had carried away her rail forward and which drove even the sailors from her decks. She was within few hundred feet of the cable whip when Capt. Haddock made her out. Mr. Drexel said that when he saw the Mackay-Bennett through the porthole of him cabin she seemed almost to be within touching distance. With many other passengers he ran up to the head of the deck companionways and shivered until it was certain the danger was past.
The Evening World, 14 December 1911.
Oceanic also brought in a record mail, largest yet landed at New York by a single vessel and totalling 5,850 bags containing an estimated 1,500,000 letters.
The Oceanic, which will return to Southampton to-morrow, brought over the biggest consignment of mail ever sent across the Atlantic to this country in one vessel. It consisted of 5,616 sacks of mail and 230 bags of parcels post matter.
Until yesterday the American liner St. Louis had the mail record, having brought over in December, 1910, 5,500 sacks.
New York Tribune, 15 December 1911.
Less newsworthy was Oceanic's last eastbound crossing in a busy year, clearing New York at noon on 16 December 1911 with 67 First, 119 Second and 353 Third Class passengers intent on arriving in Britain in good time for Christmas. Notwithstanding a "fresh S.W. Gale" on the 22nd, she put in another exemplary passage, clocking 6 days 3 hours 51 mins. at an average speed of 20.09 knots and getting into Plymouth at 11:45 p.m. on the 22nd. Landing 138 passengers and 80 bags of mail there, she had another 102 passengers and 16 bags for Cherbourg and a final 299 for Southampton where she arrived the following afternoon, affording Oceanic's officers and crew being in homeport over Christmas.
In 1911, Oceanic made 14 westbound crossings carrying 9,101 passengers and 15 eastbound crossings carrying 9,116 passengers or a total of 18,217 passengers.
 |
| Oceanic at Southampton. Credit: eBay auction photo. |
1912
Among the 118 First, 93 Second and 117 Third Class passengers aboard Oceanic's first westbound crossing of the New Year, from Southampton and Cherbourg on 3 January 1912 and Queenstown the next day was Miss E. Sylvia Pankhurst, daughter of the famous suffragette, bound for speaking tour in America. Oceanic went out with a near record 5,400 bags of mail as well. The weather across was frightful and due at New York mid morning on the 10th, had yet to arrive there by the following morning:
Some idea of what sort of weather westbound liners are getting may be had from the wireless report received last night from the White Star liner Oceanic, due early The Oceanic, which is yesterday forenoon. the most consistent vessel of the White Star feet, had maintained her customary twenty knot speed until two days ago, when she encountered the biting northwest gales. Terrific seas forced her down at times to twelve and fourteen knots, causing her to lose a day.
No word was received from the Oceanic throughout the day, although the White Star office expected her to make port in time to land her passengers in the evening. At 7 p.m. a wireless message came from her stating that she was 283 miles east of the Ambrose Channel Lightship at 5 p. m. From this position she cannot get to her pier before 10 o'clock this morning.
New York Tribune, 11 January 1912.
Battered and ice-encrusted, Oceanic, after what was described as her stormiest trip to date, finally got into New York in late morning of 11 January 1912 (passing Sandy Hook at 9:36 a.m.), but did not dock until early that afternoon, delayed off Quarantine unloading her epic mail consignment.
Sheeted in ice and showing the effects of the roughest voyage she ever had, the Oceanic of the White Star line got out of Quarantine early this afternoon and came to her pier. The big ship waited three hours at Quarantine to rid at 5,400 sacks of mall, almost record load.
'It was the worst trip ! ever had!' declared Capt. Haddock.
A striking souvenir of the voyage was produced by Mrs. Arthur Hinton. known musically Miss Katharine Goodson, the pianist. She and her husband occupied Stateroom G on the forward promenade deck. The souvenir was a piece of glass six inches square, that was smashed out of her window Tuesday morning by a giant wave and hurled across the stateroom, missing her had by only a few inches as the lay in her berth. The fragment was three quarters of an inch thick. The stateroom was deluged with water and splintered glass.
'I thought our end had come! said Mrs. Hinton. "Ugh!'
The Evening World, 11 January 1912.
The White Star liner Oceanic came in a day late from Southampton, a yesterday for her. When other vessels experience have come tardy to port through stress off weather, the Oceanic has many times come in on schedule time. She has a knack of getting along well through high seas of without lessening speed, but on the voyage just ended, she was twenty-four hours late.
When about two hours out of Queenstown Thursday she ran into gales which on lasted until she got off the Flemish Caps. After that, snow and sleet hit her. When she docked her boat deck, bridge and chartroom were covered with ice about four inches thick.
On Tuesday, about 6 p. m., a wave broke over her, hitting the stateroom of Miss Katherine Goodson, a pianist, smashing the window and driving the glass in upon her. Miss Goodson, who was lying in her berth at the time, said she put her hands to her head and found her hair filled with powdered glass.
New York Tribune, 12 January 1912.
Never before in her log of more than 200 voyages has the White Star liner Oceanic one of a fleet of frosted ships that got in yesterday, run afoul of so much tumult in the wintry lane from Queenstown to Sandy Hook. Her bows were coated, spindrift and even the tops green cliffs of solid water having frozen as they fell.
The climax of stress came on Tuesday night when the big ship met the heavy gale that blew things topsyturvy in this neighborhood and roared off the coast. A sea that even conservative Capt. Haddock called "mountainous" rose over the bow and smote the liner like a battering ram. It just after dinner, which feast very few of the 115 cabin passengers folk observed, and more than three-quarters of them were in their cabins. Among the latter was the pianist Katharine Goodson. otherwise Mrs. Arthur Hinton. She was resting in her berth forward in cabin G. on the promenade deck.
The savage sea seemed to stall the ship second or so. Some of its force was exerted against the steel wall of the pianist's room. She was jarred from her doze and almost tumbled out of her berth. The heavy plate glass of the deadlight in her room was smashed. The sea did not invade the stateroom. as the port protected by a steel shutter. The shock ef the hammering wave on the shutter had splintered the glass. The pianist got up in a hurry and found her hair full of splinters and powder of glass A section of the deadlight 8 by 11 inches had passed within a foot of her head and fallen on the floor. She picked it up and showed it to her friends and her husband Inter. The glass was an inch and a quarter thick. The pianist moved to a less exposed part the promenade deck wrapped the hunk of glass in tissue paper land bound it with red ribbon to keep as souvenir.
The Oceanic had 1,100 sacks of mail under hatch No. 1 aft and all hands. including stewards, were called as the liner neared port yesterday morning to help chop away over the hatch cover. The whole ship was ice encrusted aloft and below, the boat dock. highest of all,looking like skating rink with frosty embellishments and boats for hammocks. After the hatch cover was taken off was hard work getting out the heavy sacks. But when the slip arrived at Quarantine at 10:20, o'clock there were enough out to keep the two mail boats of Uncle Sam busy until the rest were on the from the hold. The boats on the liner staying in Quarantine until all the mail hbad been sent down through the chutes and the Oceanic did not leave for her dock until three hours after she had dropped anchor and did not dock until 3 in the afternoon.
New York Herald, 12 January 1912.
With 147 First, 129 Second and 442 Third Class passengers, Oceanic left New York at noon 13 January 1912. Encountering kinder weather eastbound especially for a moderate southerly gale on the 19th, she made a good crossing to Plymouth occupying 6 days 3 hours 48 mins. at 20.09 knots, arriving there at 11:34 p.m. on the 19th. Landing 110 passengers, 2,580 bags of mail and $540,000 in specie there, Oceanic carried on to Cherbourg (207 passengers and 771 bags) and Southampton where she disembarked her remaining 397 passengers the following afternoon.
 |
| Credit: New York Tribune, 9 February 1912. |
A typically light list for the season of 84 First, 129 Second and 161 Third Class went out in Oceanic 31 January 1912 for New York where she arrived a day late on 8 February, not crossing the Bar until 7:17 p.m. after another rough winter crossing. "She had bad weather throughout the run from Southampton. She shipped heavy seas over the bow and received some minor damage to the deck rail forward." (New York Tribune, 9 February). Among those landing was the famous German conductor Felix Weingartner, coming over for four performances of Tristan und Isolde at the Boston Opera House.
It was a short turnaround for Oceanic and she was off again for Southampton at noon on 10 February 1912, going out with 205 First, 131 Second and 282 Third Class passengers. Oceanic's weather luck seems to have quite deserted her that winter and she had another dreadful time of it across, not arriving at Plymouth until 7:17 a.m. on the 17th, after a 6-day, 11-hour and 38-min.,averaging 19.78 knots and against a succession of gales:
The liner experienced a rough passage, moderate gales from both north-east and south-west prevailing on the 12th, 13th, 14th, 15th and 10th. On Friday the wires in connection with the Marconi apparatus, which are strung out between the masts, gave out and fell to the deck. The liner was unable to communicate her approach to England until she nearly off the Lizard. By that time a portion of the damage had been good, and communication was established with the Lizard.
Western Morning News, 19 February 1912.
Landing 235 passengers and 2,693 bags of mail at Plymouth, Oceanic resumed passage at 9:28 a.m. for Cherbourg (145 passengers and 696 bags) and Southampton where she docked after 10:00 p.m. that evening, disembarking 253.
The westbound Oceanic, from Southampton and Cherbourg on 28 February 1912 and Queenstown the following day, went out with 102 First, 246 Second and 422 Third Class passengers as well as second consignment (12 cases in all) of an art collection belonging to J.P. Morgan worth $3 mn. Spared really bad weather but not bad luck, a few hours after clearing Queenstown, she dropped a blade off her port screw and whilst proceeding on her voyage, could only manage 17 knots rather than her usual 19.5 and consequently made her third late arrival at New York in as many sailings, coming in the evening of the 7th. "Capt. H. J. Haddock, C.B., R. N. R., who will command Olympic on her next voyage, said that the ship had done very well under the circumstances, as she had averaged 16.57 knots for the whole passage from Queenstown." (New York Times, 8 March 1912).
The White Star liner Oceanic, which arrived here last night. a day late from Southampton, brought part of J. P. Morgan's art collection, appraised abroad at $3.000,000. The treasures were packed in twelve large cases, and were recorded on the ship's manifest merely as 'cases of art objects,' no detailed list of the contents being given.
Representatives of the express company which is handling the consignment were on the pier last night to receive them, but no was made to remove them from the effort. They were removed to a part of the vessel where they could easily be taken ashore in case of fire or other emergency, and were guarded throughout the night by a special watchman. The cases will be removed from the ship to-day.
New York Tribune, 8 March 1912.
Outbound from New York on 9 March, Oceanic went out with 97 First, 70 Second and 262 Third Class passengers. Crossing with her duff screw, she still managed a respectable crossing of 6 days 22 hours 58 mins. at 18.44 knots, arriving at Plymouth at 7:08 p.m. on the 16th. There she landed 55 passengers and 1,966 bags of mail with 149 passengers and 639 bags left for Cherbourg and 224 passengers for Southampton reached the next day.
The coal strike in Britain, one of the most prolonged and serious industrial actions of the age, seriously crippled industry and shipping. Shortages of fuel resulted in the cancellation, on 12 March 1912, of the outward sailings of St. Paul and Oceanic (27 March) from Southampton and Olympic was sent out on the 13th in place of Philadelphia. New York's sailing of the 20th was also cancelled.
On arrival at Southampton on 17 March 1912, Oceanic joined Philadelphia and New York in lay up at Test Quay. On the 25th, Oceanic was shifted to the Prince of Wales drydock to have her port screw repaired and her hull cleaned. On 2 April White Star cancelled the ship's scheduled sailing of the 17th as well with Olympic being dispatched the next day on schedule. Oceanic was then tied up at the Test quay inboard with New York moored outbound. Both had their bunkers "raided" for coal for Titanic which arrived from the builders on 4 April 1912 preparatory for her maiden voyage to New York on the 10th.
 |
| 10 April 1912: Oceanic alongside and New York, moored alongside her, is torn away by the suction of Titanic departing Southampton on her maiden voyage. Credit: titanic.fandom.com |
 |
| Drama in the River Test as New York is taken in charge by the tug Vulcan, averting a collision with the outbound Titanic whilst the laid-up Oceanic remains secure at her Test quay berth. Credit: titanic.fandom.com |
 |
| Credit: Southern Daily Echo, 11 April 1912. |
The White Star liner Titanic arrived at Cherbourg, at seven o'clock this morning.
Rather a startling incident marked her departure from Southampton yesterday. As the great vessel passed the end of the Test Quay where the Oceanic and New York were moored, the disturbance caused by such an immense displacement of water put such a strain the stern ropes of the American vessel that they parted, and she began to swing out into the fairway. For a moment a collision seemed imminent, but the Titanic's screws were instantly stopped, and the tug Vulcan promptly towed the New York out of the danger zone.
Southern Daily Echo, 11 April 1912.
On departure at noon on 10 April 1912, there was a dramatic near collision between Titanic, which accelerated her engines far too soon after clearing her berth (44) in White Star Dock, the suction created in the shallow water being sufficient to pull New York away from Oceanic, severing all eight hawsers and causing to drift out into the River Test, directly toward Titanic. The pull was sufficient, too, to break several of Oceanic's lines to the pier and send her gangway to the ground but she held fast. Only quick action by the tug Vulcan which got a line on New York just in time prevented a collision.
Titanic foundered at 2:20 a.m. on 15 April 1912 after striking an iceberg, 370 miles southeast of Newfoundland.
On 26 April 1912 revised White Star sailings were released showing Philadelphia taking the 1 May departure from Southampton and Oceanic following on the 8th, originally to be made by Titanic on her second voyage. On 7 May it was announced that Majestic, to have put on the Boston run, would stay on the express New York mail service, assuming Titanic's schedule, running with Olympic and Oceanic.
The White Star liner Oceanic, which has been lying up for several weeks owing to the coal strike, left Southampton yesterday for New York. Amongst her crew were a number of firemen who left the Olympic a fortnight ago.
Western Morning News, 9 May 1912.
After almost two months idle, Oceanic finally resumed service on her departure from Southampton at 12:30 p.m. 8 May 1912 and after her calls at Cherbourg and Queenstown (9), she coursed to New York with 61 First, 179 Second and 496 Third Class passengers aboard. She was now commanded by Capt. Harry Smith, R.N.R.. Prior to departing Southampton, the New York Herald (9 May) reported that "Oceanic's boats were tested here today before she sailed from here…" and all were inspected and lowered to the water.
Among those aboard was Mrs. Marcelle Navratil, "mother of the two waifs [Michael, aged four, and Edmond, aged two] from the Titanic now in charge of Miss Hays of New York, will board the Oceanic at Cherbourg." The children had been kidnapped in Nice by their father who took them to America under the name Hoffman and the father perished in sinking and the children saved, their mother only ascertaining their whereabouts by seeing newspapers photos of them.
The specter of the Titanic Tragedy cast its shadow in other ways on Oceanic's crossing, which concluded on 15 May 1912 at New York (passing Sandy Hook at 4:04 a.m.), notably with the sensational news that on the 13th she came upon the half-submerged hull of Titanic's "collapsible" boat "A" and in it the partially decomposed bodies of three male survivors, one identified as Thompson Beattle, of Chicago, by means of his overcoat, amid lurid suppositions the three had perished from starvation and had even attempted to eat the cork of their lifejackets.
It was Monday, a little after noon, that First Officer Frank of the Oceanic on the bridge, alighted the collapsible. The sun was shining, the air was warm; from the smaller waves of slowly heaving seas sparkled cheerfully the reflections of the noonday sun.
Two miles off the port bow, a gray box rolled in and out of sight on the of the long blue rollers and into hollows. Mr. Frank caught, up glasses. What he saw caused him send a quartermaster for the Captain a hurry.
There were three bodies on the boat. One was huddled forward with an arm and the head hanging over the edge. The other two mere sprawled the thwarts aft.
A boat was put overboard in command of Third Officer Withers. Six pulled at the oars. The passengers of the liner, which had been stopped, knew its errand. They knew that, past all hoping anything different, the men in the collapsible were dead. They watched the boat go over the sparkling sea. They it stop for awhile beside the fat thing in the water. Then it came back.
Mr. Withers climbed the boarding ladder. Passengers crowded to him with hoarsely whispered questions. His face was set. His eyes were narrowed. He shook his head sternly and, silent, hurried quickly to the bridge.
The ship's surgeon, Dr. R. S. French was summoned by the captain. A fresh was put in the boat. Dr. French went Into the stern seat and again the boat went out to the bobbing raft.
They saw, those who had strong glasses that he and his men were busy with the bodies in the boat. They saw great sheets of canvas flash and saw the bodies wrapped in them.
Then they saw the surgeon rise and, supported on either side, hold a book before him. They could not see his lips move, but they knew he was reading the beautiful Episcopal services of burial of the dead, with tte variations for those who are lowered tato the ocean--We commit these bodies to the There were three splashes. The Oceanic's boat came slowly back with the Titanic boat zigzagging behind it the two were hoisted to place on The boat's crew went back to their quarters and Dr. French went to to the captain. The Oceanic went on her way.
The Evening World, 16 May 1912.
After the tags had been cut from the two coats. worn by the dead passenger for identification, all three were sewn up in canvas, with firebars, and all was ready for the the burial. When Dr. French stood the up in bosun and lifeboat seamen to read the service, the bosun and seamen with him uncovered, and the flag of the Oceanic was lowered to half mast, while the Captain, officers, and crew stood to attention bareheaded on the upper deck with the passengers, who followed their example, as the doctor uttered the words 'We commit these bodies to the deep,' the sailors let the three canvas-covered bodies sink beneath the waves, and the boat pulled back to the Oceanic towing the Titanic's boat astern.
New York Times, 17 May 1912.
 |
| Credit: The Evening World, 16 May 1912. |
The boat was then taken in tow and hoisted aboard Oceanic. The Third Officer calculated that the collapsible had been carried to its discovered location, some 222 miles southeast of where Titanic went down, by the Gulf Stream at a rate of 7.63 miles a day.
Oceanic departed New York on 18 May 1912 with 110 First, 142 Second and 335 Third Class passengers (among them being Mrs. John Astor and Miss Alice Astor and Madame Navratil and her two children) , 1,753 bags of mail and $229,000 in specie. Cranking out a fair passage of 6 and a half days at 20.82 knots, she made Plymouth at 7:49 a.m. on the 25th. Landing 163 passengers and 1,685 bags of mail there, she was on her way by 8:30 a.m. for Cherbourg (127 passengers and 574 bags) and Southampton where Oceanic got in that afternoon, disembarking 302 remaining passengers.
With 61 First, 103 Second and 230 Third Class passengers for New York, Oceanic sailed from Southampton and Cherbourg 23 May 1912 and Queenstown on the 24th. Arriving at New York on 5 June, some passengers were not best pleased with the handling of their luggage: "While the baggage of the passengers was being lifted out of the forward hold several trunks fell over the Oceanic's side into the water, but were rescued without much damage to the contents. Two of the trunks belonged to Mrs. Mitchell Innes of Victoria. B. C.. and five pieces of baggage to Mr. and Mrs. C. H. Goddard." (New York Herald, 6 June).
Clearing New York the afternoon of 8 June 1912, Oceanic went out with 172 First, 179 Second and 240 Third Class passengers who enjoyed "fair weather with moderate seas" across, and 6 days 15 hours 39 mins at 20.36 knots out of New York, reached Plymouth at 11:00 a.m. on the 15th. Two hundred passengers and 349 bags of mail were landed there leaving 87 passengers and 98 bags for Cherbourg and a final 314 for Southampton reached at 11:30 p.m. that evening.
A dock strike Southampton resulted in the cancellation of Oceanic's 19 June 1912 sailing to New York and her intending passengers put on two special trains to Liverpool to catch Baltic sailing the same day.
Back in service, Oceanic left Southampton on 10 July 1912 and after calling at Cherbourg and Queenstown, had 107 First, 160 Second and 239 Third Class passengers for New York where she arrived at 10:56 a.m. on the 17th, six hours late owing to fog. Taking the short course on the advice of the newly established ice patrol of the U.S. Navy, she nevertheless reported passing two large bergs off the Newfoundland Banks on the 15th, not far from where Titanic sank, as well as growlers and smaller bergs.
Among the 169 First, 146 Second and 208 Third Class passengers sailing in Oceanic 20 July 1912 was a last minute arrival whose efforts to reach her originally booked ship were considerable but fruitless:
Mrs. Gertrude Langenwalter was to sail on the steamship Kroonland, of the Red Star Line, which left here yesterday for a Belgian port. She had been visiting in New York, and her farewells to her friends extended to a time when there was left only half an hour for her to get from West 72nd street to the pier, at the foot of West 21st street. She took a surface car, which got in a tangle and stopped. She jumped into a taxicab and the gasoline gave out at 84th street.
She ran to another streetcar, which took her only as far as 23rd street, so she jumped aboard a crosstown car, which got her to West street, and still she had two blocks to go. She had gained the top of the stairway at the pier when her foot caught on a hose line and she fell sprawling, her grip flying one way, her umbrella the other. Porters rushed to the rescue, but it was too late. The gangplank of the Kroonland was withdrawn and the ship was backing into the North River. Mrs. Langenwalter implored the officials of the line to get her aboard by tug, but this is against the rules of the company. The Oceanic, of the White Star Line, was to steam away to Southampton at noon, and the White Star and the Red Star were both members of the International Mercantile Marine.
So Mrs. Langenwalter was put aboard the Oceanic, and will be sent to her home from Southampton.
New York Tribune, 21 July 1912.
Oceanic reached Plymouth at 4:26 a.m. on 27 July 1912, landing 108 passengers, 346 bags of mail and $490,000 in specie there before proceeding to Cherbourg (226 passengers and 92 bags) and Southampton (185 passengers) reached at 4:50 p.m..
Clearing Southampton on 31 July 1912, Oceanic had, after calling at Cherbourg and Queenstown, 200 First, 193 Second and 217 Third Class passengers. Among those aboard were American athletes returning from the Olympic Games in Stockholm including James Thorpe, winner of the pentathlon and decathion; A.W. Richards, winner of the running high rump and hurdler F.W. Kelley. It proved a difficult voyage and Oceanic arrived, six hours late, at New York at 8:00 p.m. on 7 August owing to fog and bad weather. Further, her engines were stopped for six hours at 10:00 p.m. on the 5th to make repairs to the port engines in the middle of a storm.
It was a thin passenger list-- 62 First, 72 Second and 197 Third Class-- Oceanic took out of New York on 10 August 1912. Crossing over in "fair weather with occasional showers," she got into Plymouth at 6:12 a.m. on the 18th, 6 days 10 hours 30 mins. out of New York, averaging 20.17 knots. Landing 92 passengers and 383 bags of mail there, Oceanic resumed passage at 6:45 a.m. for Cherbourg (81 passengers and 84 bags) and Southampton, disembarking156 passengers at 5:25 p.m. that evening.
The New York-bound Oceanic from Southampton on 21 August 1912 had, after calling at Cherbourg and Queenstown, 306 First, 270 Second and 299 Third Class passengers aboard, whom she disembarked on the 28th.
From New York 31 August 1912 it was another meagre list--80 First, 66 Second and 164 Third Class-- for Oceanic which had a badly fog delayed crossing over, with 30 hours of slow steaming during the latter stages and not arriving at Plymouth until 6:30 a.m. on 7 September.
The westbound Oceanic went out with 280 First, 286 Second and 328 Third Class passengers on 11 September 1912 from Southampton and intermediate ports. She arrived at New York at 2:11 p.m. on the 18th. Among those aboard was 11-year-old Master Henry Sturgis Morgan, son of J.P. Morgan, Jr:
Master Henry Sturgis Morgan, eleven year-old son of J. P. Morgan, jr., accompanied by his tutor, arrived here yesterday from Southampton on the White Star liner Oceanic. He was exceedingly popular among his fellow travellers, especially a half dozen close to his own age.
A little girl, a year his junior, seemed to be the favorite of the grandson of the head of J.P. Morgan & Co., and he was always on hand to escort her to the dining saloon and from it at meal times.
It was said that the little fellow, while democratic and cheerful, seemed to be obsessed with the notion that he might be kidnapped. He was watched carefully and incidentally kept a close watch upon himself.
New York Tribune, 19 September 1912.
The homeward Oceanic left New York on 21 September 1912 with 68 First, 47 Second and 133 Third Class passengers, with eastbound carryings that year continuing their rather dismal showing. She arrived at Southampton at 9:30 p.m. on the 28th.
Before Oceanic departed Southampton for New York at noon on 2 October 1912, she was toured by a large party of Boy Scouts from Andover, Stockbridge, Longparish and Monkston. After calling at Cherbourg and Queenstown, she had 145 First, 313 Second and 528 Third Class passengers aboard and got into New York at 2:00 p.m. on the 9th.
The eastbound Oceanic cleared Pier 60 at noon on 12 October 1912, with 86 First, 51 Second and 238 Third Class names on her passenger list. Averaging 19.87 knots, she made Plymouth at 4:15 a.m., logging 6 days 8 hours and 29 mins. from Sandy Hook to Eddystone Light. There were 84 passengers, 409 bags of mail and $260,000 in specie to land there before continuing to Cherbourg (153 passengers and 103 bags) and Southampton where the remaining disembarked that afternoon.
From Southampton and intermediate ports 23-24 October 1912, Oceanic steamed westwards with 161 First, 206 Second and 497 Third Class and arrived at New York at 1:55 p.m. on the 30th.
A well booked Third Class swelled Oceanic's 2 November 1912 sailing from New York with 609 in that class but only 82 in First and 70 in Second. Some 260 were Greeks and Montenegrins returning home to enlist in the war with Turkey. Crossing over in 6 days 7 hours 49 mins. at an average speed of 19.97 knots, she arrived at Plymouth at 3:32 a.m. on the 9th. Landing 104 passengers, 328 bags of mail and $300,000 in specie there, Oceanic resumed passage at 4:12 a.m. to Cherbourg (380 passengers and 89 bags) and Southampton with 282 passengers.
On clearing Queenstown at 1:45 p.m. on 14 November 1912 (Southampton and Cherbourg the previous day), the westbound Oceanic had 56 First, 125 Second and 343 Third Class passengers. Oceanic passed Sandy Hook at 10:45 a.m. on the 20th. No much cared about her passengers, but more for the latest consignment of art treasures from J.P. Morgan's collection, totalling five cases contains marbles, rare porcelains and vases.
Among the 72 First, 107 Second and 384 Third Class passengers embarking at New York on 23 November 1912 were 20 missionaries of the Church of England who had been working in Western Canada, headed by the Rt. Rev. Ernest Graham Ingham, Bishop of Sierra Leone. Oceanic cranked another consistent passage to Plymouth, logging 6 days 9 hours 2 mins. at an average speed of 19.83 knots, arriving there at 4:39 a.m. on the 30th, in spite of passing through a "terrific storm" the last 300 miles. Lightened of 135 passengers, 352 bags of mail and $375,000 in specie there, she carried on to Cherbourg (173 passengers and 88 bags of mail) and Southampton where the remaining 260 landed. Shortly before arrival there, a Russian, Anton Kosavich, was found in his bunk with what appeared to be self-inflicted knife wound to his throat. He was taken to hospital and the wound was deemed not serious and he was reported to "progressing favourably."
Departing on her last voyage of a tragic year for White Star, Oceanic cleared Southampton on 4 December and on departure from Queenstown the following day, had 98 First, 127 Second and 236 Third Class, and arrived at New York on the 12th, crossing the bat at 1:35 a.m.. She came in with an enormous consignment of gold, worth $1.2 mn..
Casting off from Pier 60 at noon 14 December 1912, Oceanic had 56 First, 216 Second and 775 Third Class, the later again swelled by Greeks and Balkans numbering 367. The voyage was marred by the death of a crew member on the 18th:
Charles Alexander, one of the crew, was killed on Wednesday last in mid-ocean. Alexander, who was working the ash hoist, was struck by a portion of the machinery. He looked down the hoist as the compensating weights came up, and was struck in the face, which was smashed to a pulp. His skull was also fractured, and death was instantaneous. Passengers of the Oceanic subscribed nearly £50 for the widow and family.
Western Morning News, 23 December 1912.
Oceanic put in another good passage of 6 days 6 hours 27 mins. at 20.13 knots to arrive at Plymouth at 2:15 a.m. on 21 December 1912. Landing 267 passengers and 584 bags of mail there, she had another 425 passengers and 84 bags for Cherbourg and 361 passengers remaining for Southampton.
To spend Christmas in port, Oceanic's departure from Southampton was delayed to 26 December 1912 and the Queenstown cancelled to make up the delay.
In 1912, Oceanic made 13 westbound crossings carrying 8,322 passengers and 13 eastbound crossings carrying 7,085 passengers or a total of 15,407 passengers.
 |
| Oceanic in New York Harbor. Credit: P.L. Sperr photograph, Mariners' Museum collection. |
1913
With 103 First, 66 Second and 106 Third Class passengers, Oceanic arrived in New York on 2 January 1913, passing Sandy Hook at 4:00 a.m., in company with an unique funeral trans-Atlantic funeral procession composed of the British armed cruiser H.M.S. Natal, bearing the body of American ambassador to Britain Whitelaw Reid, and an escorting American warship U.S.S. Florida which were met in New York Harbor by other warships including the battleship U.S.S. North Dakota. A busy harbor coupled with dense fog occasioned a "close call" between North Dakota and Oceanic:
So heavy was the fog during this part of the journey that the speed of the column was reduced by necessity to a funereal pace. At Quarantine the North Dakota's officers and men suddenly saw before them a looming hulk. It was the White Star liner Oceanic, at anchor. A whistle blew, voices shouted sharp commands and, in the nick of time, the course of the battleship was altered and she slipped back into the fog without so much as scraping the ride of the liner.
The Evening World, 3 January 1913.
With a good list of 110 First, 92 Second and 358 Third Class passengers for that time of year, Oceanic departed New York on 8 January 1913 and also had aboard an enormous mail consignment. Crossing over in 6 days 10 hours 15 mins. at 19.64 knots, Oceanic reached Plymouth at 7:37 a.m. on the 15th to land 103 passengers and no fewer than 3,393 bags of mail. She had another 140 passengers and 1,105 bags for Cherbourg and a final 329 passengers for Southampton.
Following drydocking, Oceanic sailed from Southampton on 29 January 1913 and on clearing Queenstown the following day, had 96 First, 257 Second and 221 Third Class passengers for New York where she docked on 7 February.
Making a very quick turnaround indeed, Oceanic departed New York at 2:00 p.m. on 8 February 1913 with 58 First, 49 Second and 197 Third Class passengers. On the 15th, she happened upon the steamer Rappahannock 598 miles est of the Scilly Isles flying the urgent signal but when close enough, the steamer merely inquired if any sight had been made of the steamer Crown Point, and after an hours delay, Oceanic proceeded. Arriving at Plymouth at 5:50 p.m. on the 15th, after a 6-day 10-hour crossing at 20.25 knots, Oceanic landed 43 passengers and 1,700 bags of mail there with 145 passengers and 684 bags remaining for Cherbourg and 126 passengers and 25 bags for Southampton. During her turnaround there, Oceanic's football team defeated than of Aragon by 5-1.
The westbound Oceanic on 26 February 1913 had 102 First, 254 Second and 586 Third Class for New York where she arrived on 5 March.
The White Star liner Oceanic, in making rapid homeward passage on. the voyage completed on Saturday, easily beat her own. record for the eastward transatlantic trip. She reached Plymouth in six days five hours, making an rage of 20:94 knots. The main reason for this quick voyage was the unusually strong Gulf Stream, which for two days helped her to an extent of between 30 and 50 miles a day. In one day, she covered 514 miles.
Southern Daily Echo, 17 March 1913.
With 103 First, 66 Second and 330 Third Class passengers, Oceanic cleared New York on 8 March 1913. She put in a superb run across, logging 6 days 5 hours from Sandy Hook to the Eddystone at 20.94 knots to arrive Plymouth at 12:26 a.m. on the 15th, in fact one of her best eastbound performances yet. Her daily runs were 443, 508, 514, 481, 477, 479 and 223 miles. Oceanic landed 99 passengers and 2,037 bags of mail there with 212 passengers and 842 bags for Cherbourg and 205 passengers for Southampton. She also landed $470,000 in silver at Plymouth and $2 mn. in gold at Cherbourg. The ship's football squad suffered their first defeat that season at the hands of the Arcadians on the 19th.
From Southampton and intermediate ports on 26-27 March 1913, Oceanic steamed westwards with 101 First, 303 Second and 714 Third Class, the latter reflecting the greatly increased level of immigration to America that would characterise the year's traffic figures. She arrived at New York on 2 April.
Eastbound, Oceanic cleared New York on at 2:00 p.m. on 5 April 1913 with 96 First, 91 Second and 272 Third Class passengers. Reaching Plymouth at 4:30 a.m. on the 12th, she landed 367 passengers and 1,357 bags of mail before resuming passage at 5:35 a.m. for Cherbourg and Southampton. A Russian passenger, Matta Klemstilla, was arrested on arrival at Plymouth who had been deported from the United States and wanted in St. Petersburg for embezzlement.
On departure from Queenstown at 1:58 p.m. on 17 April 1913 (Southampton and Cherbourg the previous day), Oceanic was New York-bound with 76 First, 272 Second and 726 Third Class passengers. She arrived there on the 23rd.
There were 153 First, 98 Second and 160 Third Class takers for Oceanic's 26 April 1913 sailing from New York and crossing in 6 days 7 hours 12 mins., she made Plymouth at 2:46 a.m. on 3 May, averaging 20.47 knots. One hundred eight passengers and 1,205 went off there and she resumed passage at 4:25 a.m. for Cherbourg (125 passengers and 454 bags) and Southampton with a remaining 187 passengers where she docked at 4:25 p.m.. An hour after she departed Plymouth, a Second Class passengers, Moses G. Rabitz, suddenly climbed over the rail and jumped overboard and drowned in an apparent suicide.
Among those sailing in Oceanic for New York on 7 May 1913 were members of the British polo team competing for the Buller Cup. In all, she went out with 108 First, 269 Second and 746 Third Class passengers and arrived at New York on the 14th.
Outbound on 17 May 1913, Oceanic cast off Pier 60 with 180 First, 232 Second and 343 Third Class passengers. It was, for the season, an uncommonly rough crossing, and "moderate to rough seas prevailed during the voyage. On approaching England fog was encountered and delayed the liner's arrival."(Western Morning News, 26 May 1913). Arriving at Plymouth at 12:50 p.m. on the 24th, her passage of 6 days 17 hours 2 mins. was one of her slowest eastbound crossings, averaging 19.25 knots. She landed 184 passengers and 2,088 bags of mail there and had another 263 passengers and 730 bags for Cherbourg and 380 for Southampton.
Off again for New York at noon on 28 May 1913, Oceanic had 89 First,200 Second and 709 Third Class passengers on clearing Queenstown the next day. She made New York on 5 June.
From New York at noon on 7 June 1913, Oceanic went out with 217 First, 264 Second and 341 Third Class passengers. Experiencing "moderate weather" across, she still took 6 days 13 days 7 mins across to arrive at Plymouth at 8:42 a.m. on the 14th, averaging 19.72 knots. She had 299 passengers and 2,397 bags of mail to land there before proceeding to Cherbourg (231 passengers and 776 bags) and Southampton (392).
Clearing Southampton at noon on 18 June 1913, Oceanic had, after Cherbourg and Queenstown, 91 First, 185 Second and 452 Third Class passengers for New York when she arrived on the 25th.
Eastbound, Oceanic left New York on 28 June 1913 with a good saloon list of 296 First, 267 Second and 175 Third Class and crossing in "fresh to moderated winds," got into Plymouth at 8:15 a.m. on 5 July. She landed 263 passengers, 1,160 bags of mail and $170,000 in specie there with 282 passengers and 438 bags for the ensuing calls at Cherbourg and Southampton (260).
From Southampton and intermediate ports 9-10 July 1913, Oceanic had 105 First,174 Second and 396 Third Class passengers for New York where she docked on the 16th.
With 132 First, 173 Second and 310 Third passengers, Oceanic left New York on 19 July 1913, passing Sandy Hook at 2:00 p.m. and arriving at Plymouth on 8:50 a.m. on the 26th, where she landed 163 passengers and 673 bags of mail, with 200 passenger and 83 bags remaining for Cherbourg and 268 passengers for Southampton where she arrived at 9:00 p.m..
Oceanic left Southampton at noon on 6 August and she went out with 1,286 bags of mail and on clearing Queenstown the following day, she had 160 First, 284 Second and 322 Third Class passengers. She made New York on the 13th, passing Sandy Hook at 12:25 p.m..
Eastbound from New York on 16 August 1913, Oceanic left with 128 First, 109 Second and 316 Third Class and averaging 20.23 knots, made Plymouth at 4:45 a.m. on the 23rd, logging 6 days 9 hours 12 mins. She disembarked 137 passengers and landed 1,155 bags of mail there, and resuming passage at 5:25 a.m., proceeded to Cherbourg (146 passengers and 534 bags of mail) and Southampton (277 passengers) where she arrived that afternoon.
Leaving Southampton at noon on 27 August 1913, Oceanic had a good list of 299 First, 315 Second and 412 Third Class as the busy late summer westbound season commenced. After a string of unremarkable voyages, this had more than enough drama, excitement and even tragedy as reported on the ship's arrival at New York at 9:47 a.m. on 3 September:
When the White Star liner Oceanic arrived here yesterday from Southampton the attention of the immigration officials was called to an English boy, sixteen years old, who was a second cabin passenger.
The boy was John Steele, of Kent, England. He was rescued from a perilous situation on the vessel Sunday night, when the Oceanic was about a thousand miles from New York.
Young Steele, who, with his sister, Miss Gertrude Steele, came here to visit Thomas Steele, of with his brother, is thought to be a Plainfield, N.J., somnambulist.
On Sunday night the boy retired about 8:30. About 10 o'clock passengers heard piercing screams for help. For some ten minutes those on deck were unable to tell whence the calls came.
There was a fair sea running might have been thinking someone which was trailing after caught in a line the ship, one of the passengers, looked over the rail and saw the boy clinging to the brass rim of a porthole.
Edward Reilly, an assistant to Dr. French, the ship's surgeon, climbed over the rail in an effort to rescue Steele. The boy's body dangling at the side of the vessel.
Reilly called Quartermaster Rowe,who procured a line and shouted to the boy to hold on. Rowe lowered the rope, told by Steele that he dare not but was his hold to make the line fast to let go his waist.
By this time about fifty passengers had assembled by the rail and they shouted words of encouragement to the boy. Meanwhile, Rowe made the line fast to his waist and was lowered to a position just below the boy.
Clutching the lad around the waist he made a half-hitch around him with another line that had been lowered, and Steele was hauled aboard. Hardly had the quartermaster made the line fast, when Steele became unconscious.
Captain Harry Smith stopped the Oceanic when he learned of the boy's danger, but the work of rescue was accomplished when the practically Oceanic had slowed down. After regaining consciousness Steele became hysterical. He was ordered to Ellis Island for observation. His sister said he occasionally walked in his sleep.
A day later Arthur Robinson, stoker, crazed by the heat, jumped overboard shortly after noon. The vessel was stopped and the emergency lifeboat out, but after an hour's search swung his body was not seen. Robinson left a wife and six children in Southampton. When the passengers heard of his death of $400 was made up for a purse for his family.
New York Tribune, 4 September 1913.
On Sunday night, when the White Star steamship Oceanic was in midocean, Jack Steele, a boy traveling in the second cabin, was discovered hanging from a porthole. The boy came from a small town called Rodham in Kent, England, and was accompanied by his sister.
Assistant Surgeon Richard Relily of the Oceanic was in the ship's hospital at 10 o'clock on Sunday night when he heard some one calling for help. He looked over the side of the ship and saw a pair of legs dangling from a porthole just below the well deck. He notified the men on watch, and a bos'n's mate swung a bowline over the side.
A steward entered the boy's cabin and grabbed him by the head and shoulders, which were through the porthole. In the meantime the bos'n's mate had managed to slip the running bowline over the boy's feet and shifted it up to his waist so that Steele was made fast. When he was hauled in the boy was exhausted and was carried to the ship's hospital. His sister said that the lad was somnambulist, and that he had climbed through the porthole in his sleep probably. Steele had a large cabin to himself and there was no one to awaken him when he got out of his berth, she said.
At noon the next day, Henry Robinson, a coal trimmer, 37 years old, who was born in Bombay and had a wife and family in Southampton, jumped over the side into the water amidships He was seen by a fireman, who gave the alarm to the bridge, and the Oceanic was stopped immediately and a boat lowered in charge of the second officer, the crew pulled for some forty five minutes, but nothing was seen of the man he jumped overboard, and it was thought that he was struck by one of the propellers. The passengers contributed $400 for his widow and children in Southampton.
New York Times, 4 September 1913.
From New York at noon on 6 September 1913, Oceanic went out with 54 First, 75 Second and 196 Third Class passengers including a group of American boxers:
On board the Oceanic, of the White Star Line, which arrived at Plymouth last night, were a number of American boxers, who are to appear in France and England. They are under the direction of that well. known exponent, Mr. Al. Lippe, who hopes that it may be arranged for of the members of his party to be seen in Plymouth. They all proceeded to Cherbourg, for Paris. In the latter city Jeff Smith has been matched to meet Carpentier on October 11th at the Wonderland Club at catch weights The American is giving away 2st but, Al. Lippe confident that JeffSmith will secure the verdict.
Biz Mackey, a feather-weight, Joe Hyland, a lightweight, and Johnny Daly, a bantem-weight, are included in the party.
On board the Oceanic they have been in constant training, and a great deal of interest has been manifested in their work. In addition to sparring with their companions they have met various exponents of the art on the ship, stokers, firemen, and sailors being have among three who have been engaged. The passengers watched with great zest displays and the work of the American troupe of boxers.
Evening Herald, 13 September 1913.
Oceanic arrived at Southampton the afternoon of 13 September 1913, landing her remaining 333 passengers.
Off again to New York on 17 September 1913, Oceanic arrived there at 3:00 a.m. on the 24th, landing 261 First, 317 Second and 522 Third Class passengers. Eastbound, she sailed on the 27th with 99 First, 69 Second and 220 Third Class aboard. With fair weather across, Oceanic cranked out a most excellent passage of 6 days 3 hours 27 mins. at an average speed of 20.34 knots, reaching Plymouth at 11:15 p.m. on 3 October. She landed 88 passengers, 1,206 bags of mail and 255 bars of silver there before resuming passage for Cherbourg (123 passengers and 532 bags) and Southampton (191 where she arrived early afternoon of the 4th ).
From Southampton and Cherbourg on 8 October 1913 and Queenstown the next day, Oceanic coursed to New York with 163 First, 314 Second and 546 Third Class passengers where she arrived at 10:35 a.m. on the 15th.
The eastbound Oceanic cleared New York at 2:00 p.m. on 18 October 1913 with 61 First, 86 Second and 228 Third Class passengers. The crossing, which was rough for the first two days, settled into fine weather and making good time (6 days 6 hours 47 mins. at 19.89 knots), Oceanic made Plymouth at 2:30 a.m. on the 25th. Dropping 61 passengers, 1,035 bags of mail and $130,000 in specie there, she resumed passage at 3:12 a.m. for Cherbourg (120 passengers and 462 bags of mail) and Southampton where the remaining 209 landed at 3:30 p.m.. Among theme were 41 survivors of the crew of the emigrant ship Volturno which burned in mid Atlantic and rescued by Carmania.
On clearing Queenstown at 2:45 p.m. On 30 October 1913, Oceanic steamed westwards for New York with 109 First, 235 Second and 519 Third Class passengers and arrived there on 6 November. Among those disembarking was Courtney W. Bennett, British Consul General at New York.
Departing New York at noon on 8 November 1913, Oceanic had 97 First, 90 Second and 347 Third Class passengers. Coming over in "moderate weather" except for rough seas for two days, Oceanic made Plymouth at 5:50 a.m. on the 15th, logging 6 days 9 hours 56 mins. At 19.51 knots from Sandy Hook to the Eddystone. With 164 passengers and 1,136 passengers for the Devon port, she carried to Cherbourg (138 passengers and 444 bags of mail) and Southampton where the remaining 243 disembarked at 6:00 p.m. that evening.
On what would be her last voyage for 1913, Oceanic left Southampton on 19 November and after calling at intermediate ports, had 53 First, 128 Second and 473 Third Class passengers for New York, the saloon passengers landing on arrival at 10:30 a.m. on the 27th. With Ellis Island closed for the Thanksgiving holiday, Oceanic's Third Class passengers spent the night aboard and went by ferry the following day to the centre to be processed.
Embarking 99 First, 198 Second and 734 Third Class passengers that morning, Oceanic pulled away from her North River pier at noon on 5 December 1913. A fast crossing ensued, aided by moderate weather for the time of year and making Plymouth at 11:40 p.m. on the 11th, Oceanic had logged 6 days 4 hours, Sandy Hook-Eddystone, at 20.3 knots. A busy call there saw 124 passengers disembarked, 2,080 bags of mail, silver specie worth $280,000 and £5,000 in gold bars landed and she was off at 1:05 a.m. for Cherbourg (376 passengers and 875 bags of mail) and Southampton with 506. Her passenger list was swelled by one at Plymouth when one of her passengers gave birth to a child.
On 16 December 1913 Oceanic was placed in Trafalgar dry dock for an extensive overhaul by the local Harland & Wolff establishment. She left the graving dock on Christmas Day with the remainder of her refit accomplished alongside.
In 1913, Oceanic made 15 westbound crossings carrying 12,939 passengers and 15 eastbound crossings carrying 8,372 passengers or a total of 21,311 passengers.
 |
| Oceanic cap tally. Credit: eBay auction photo. |
1914
The Oceanic, which has been undergoing a general overhaul from the 12th of last month, is approaching completion, and will re-enter the service on Wednesday next.
Southern Daily Echo, 2 January 1914.
Completely overhauled and with a substantial amount of work done on her interiors which included removal of the central well in the middle of the First Class music room and re-arrangement of that into a large general lounge and a separate library-writing room adjoining, Oceanic returned to service upon her 7 January 1914 sailing from Southampton. On departure from Queenstown at 2:15 p.m. the following day, she went out with 50 First, 109 Second and 199 Third Class. The worst of WNA (Winter North Atlantic) greeted them and it was a miserable crossing all the way, the ice-covered ship finally arriving at New York at 9:00 a.m. on the 15th, 24 hours late:
The Oceanic of the White Star line was a white ship when she docked today after a voyage in which wind and sea appeared to contend which should get in the hardest licks. Her steel hull was covered over with ice and the windows of her pilot house stove in by big seas, ventilators were dented like old hats, and there were many pallid faces among the passengers who came down the gangplank.
On Tuesday morning, while big seas wore smashing over her hull, whipped into skyscrapers by a hard northwester, the ship's steam steering gear got out of order and she was compelled to heave to for two hours while the engineering crew worked on the rudder gear.
This was a specimen of the sort of weather encountered the entire passage across. Never had her skipper or officers found old Father Atlantic in a worse temper. His moods were as variable as those of a June bride, except that he was mad all the time.
The Evening World, 15 January 1914.
Owing to the storm which has swept the western. ocean in the last four days, the White Star liner Oceanic arrived yesterday twenty- four hours late from Southampton, Cherbourg, and Queenstown, bringing 362 passengers and mails. Among the passengers was Dr. Frederick A. Cook.
Capt. Harry Smith, standing on the ice-coated bridge of the Oceanic, said yesterday that the gale was at its rolled worst on Tuesday, when heavy seas over the ship's bows, One sea went over the Oceanic's bridge, carrying away the dodgers and smashing the windows in the pilot house. It also put the steering gear out of commission for a short time and caused the steamship to fall off into the trough of the sea until the relief gear was attached.
New York Times, 16 January 1914.
With 72 First, 109 Second and 343 Third Class passengers, Oceanic left New York on 21 January 1914. Experiencing "moderate to fresh gales" for the first two days, the weather moderated and she made Plymouth at 4:23 a.m. on the 28th in the fair time of 6 days 8 hours 40 mins., averaging 19.65 knots, managing that even after dropping a blade to one of her screws when five days out, "causing a perceptible tremble throughout the ship." (Western Daily News, 29 January). Landing 155 passengers, 680 bags of mail and $30,000 in specie, Oceanic continued to Cherbourg (92 passengers and 82 bags) and Southampton where the remaining 291 passengers disembarked that evening. She was drydocked on the 29th to have her screw repaired.
Repaired in time, Oceanic sailed as scheduled on 4 February 1914, landing her 99 First, 141 Second and 222 Third Class passengers at New York on the 14th, two full days late owing to strong gales, high seas and heavy snow squalls which reduced her speed at times to 9 knots. It was her slowest westbound crossing to date (8 days 5 hours, averaging just 14.77 knots) and she came in "ice encrusted."
The White Star liner Oceanic felt her way through the bay and to her slip last night after one of the most unpleasant, trips she has ever made. Capt. Harry Smith said he never made a crossing which for continued bad weather equalled the one he has just finished.
The Oceanic left Southampton on Wednesday, February 4. She generally pulls up at her New York pier a week later. This time she got in two days and a half late. Her average speed was 14.77 knots, while for years she has been averaging 20 knots.
The Oceanic didn't have any weather that wasn't unpleasant, but some days were worse than others. At 3 o'clock Friday afternoon, February 6. what the officers called a cumulative wave hit the Oceanic on her starboardside forward. The wave broke in three ports on the spar deck, although all three were protected by steel shutters. C. A. Caslon, the occupant of one of the staterooms, was in bed at the time. A large piece of plate glass shot across the room and cut open his head.
Harry Snyder of Boston and Thomas Meredith of Vancouver, who were on deck when the wave struck the Oceanic, went swimming off in four feet of water, but were saved from being washed overboard by the rail. Many others were thrown about, but none was injured.
The second particularly disagreeable time which the Oceanic's passengers had to go through began 10 o'clock last Tuesday night. "Full gale and hurricane squalls" was the way in which the log described what hit the vessel about that time.
From then until 11 o'clock last Wednesday morning the ship crawled along at an eight knot gait, fighting heavy seas all the time. The heaviest blow of all came on Thursday, when, from 4 o'clock in the morning 5 o'clock night, the best the Oceanic could do was a paltry five knots an hour.
The first cabin passengers presented testimonial to Capt. Smith praising his seamanship and expressing their gratitude. this had been presented. a committee from the steerage came in with similar testimonial, signed by practically every steerage passenger.
Capt.Smith said yesterday that at times the wind blew between 80 and 100 miles and when the Oceanic pulled into Quarantine yesterday the old time toms men exclaimed. "A Christmas ship!" She was covered with ice from bow to stern, and four inches of ice was crusted on her hurricane deck.
New York Herald, 14 February 1914.
The White Star liner Oceanic came in last night fifty hours behind time and decks covered with snow a foot deep, her rigging frozen with ice and showed the effects of a great storm the ship passed through on Thursday. The crow's the foremast looked like a nest on cottage made of snow and miniature ice which glittered in the electric light when she made fast at her pier.
'It was the worst storm I have ever experienced at sea,' said Capt.Harry Smith and the longest passage the Oceanic has ever made since she entered the New York service fourteen ago. The worst weather was years from 4 o'clock yesterday, morning until 5 in the afternoon, when the northwest gale blew at eighty miles with squalls which reached a velocity of 100 miles, accompanied by heavy snow.
'During those thirteen hours the Oceanic was reduced to five knots. The officers on the bridge could not have stood up against the gale if we had been going faster. The gale commenced at 8 o'clock on Wednesday night, when I went on the bridge, and three hours later the speed had been reduced to eight knots. By 11 o'clock last night the weather had abated and I went below and turned in after thirty-six hours on duty.'
'The only damage was done by a big sea which rolled over the starboard bow on Friday afternoon about 3 o'clock the day after leaving Queenstown. It carried away the fore and aft bridge leading from the promenade deck to the foc'sle deck, the athwartships teak rail on the promenade deck, and smashed in three ports on the forward end of the deck house. The glass, which was an inch thick and was protected by thick iron shutters was smashed by the spring in the iron bulkheads after the sea struck them with such force. Fortunately all the steerage passengers were off the forward deck when the sea rolled on board or the results might have been serious. What happened was that the and Oceanic had not dipped got down up into when a the deep succeeding sea came over her.'
The 245 cabin and 222 steerage passengers from Southampton, via Cherbourg and Queenstown, gave Capt. Smith, who is the senior commander in the White Star Line, a testimonial before leaving the ship, complimenting him upon the skilful manner in which he had navigated the ship through the series of storms. She made the at voyage of 2,901 miles in 8 days 5 hours an average speed of 14.77 knots.
On her first day out from Queenstown, when she shipped the big sea, there was a moderate to fresh gale, rough sea and squally weather, which was followed next day by a strong gale with very heavy sea. Then came a succession of gales all the way, one after another.
At the time the big sea came over, twelve passengers were sitting in their deck chairs on the starboard side of the promenade deck. They saw the wave tower about ten feet in the air as the bows went under it. Striking the promenade deck, it swept along four feet deep, carrying passengers and their chairs with it. Two of them, Harry Snyder of Boston and Thomas Meredith of Vancouver, B.C., started to swim for the saloon companion, as they were nearest forward and got the full force of the wave.
Meredith called out, " Good-bye, lads, I'm off for Vancouver! as the sea whirled him along aft to where Paul G. Fourman, agent of the Uranium Steamship Line, was jammed in between two big ventilators. Half of the fore and aft bridge came along the promenade deck astern of the over passengers, and the remainder went with the sea and the teak rail.
C. A. Casion, a young Englishman down in his berth in Cabin 2 on the suffering from seasickness, was lying saloon deck forward under looking the bridge, when his two glass ports out on deck, covered with iron shutters, were smashed to pieces. The spring from the iron bulkhead caused by the impact with the sea was so great that it also smashed a big mirror in the cabin. Flying pieces of glass gave Mr. Caslon a severe gash on the forehead. Some were imbedded in the wooden bulkhead Water on the far side of the cabin. poured into the cabin from the holes in the iron shutters made to admit daylight into the cabin. The sea poured down the companion into the dining saloon and flooded some of the cabins on the saloon deck.
According to Capt. Smith, the weather was so rough during the storm on Thursday that many of the passengers were scared at the mountainous seas, but the ship did not sustain any damage.
The lateness of the Oceanic, which brought more than 3,500 sacks of mail, caused great inconvenience to merchants downtown, many of whom could not get their goods out of the customs warehouses because the bills of lading had not arrived from the other side.
New York Times, 14 February 1914.
Oceanic, her storm damage repaired and her exhausted stokers somewhat rested, sailed on schedule for Southampton on 18 February 1914. There seemed no respite from winter weather and on arrival at Plymouth at 5:30 a.m. on the 25th, the Western Morning News (26 February) reported: "A strong gale, with heavy squalls and high seas was experienced on the 24th inst., and moderate to fresh gale on the 20th inst. The weather was stormy the while of the voyage which occupied 6 days 10 hours, the average speed being 20.15 knots." She landed 105 passengers, 931 bags of mail and $290,000 in specie there and had 64 passengers and 113 bags remaining for Cherbourg and 295 passengers for Southampton where she docked at 6:30 p.m..
If there was ever a ship in search of a calm crossing, it was surely Oceanic which left Southampton on 4 March 1914 and had, after her intermediate calls, had 95 First, 205 Second and 362 Third Class passengers (including Commander E.R.G.R. Evans who was with Scott's 1910 Antarctic expedition) and 2,395 bags of mail. And given that all the news attention was focused on him on arrival at New York at 8:00 p.m. on 11th, it appears Oceanic got just that: a perfectly routine, on schedule winter voyage.
Having an long layover in New York, Oceanic did not sail eastbound until 20 March 1914, going out at noon with 75 First, 100 Second and 676 Third Class. There was no respite this time for her and on arrival at Plymouth at 3:30 a.m. on the 27th, the Western Morning News said she faced "fresh to moderate gales, with high seas and heavy squalls… nearly every day of the voyage which occupied 6 days 9 hours 35 minutes, the average speed being 20.22 knots." On the 28th, the paper provided more details: "The Oceanic, of the White Star Line, from New York, arrived punctually to scheduled time, but her card told of a tempestuous voyage. On the 23rd, 25th, and 26th inst. there were strong to moderate W.S.W., and W.N.W. gales, with high seas and occasional squalls. For over three days the liner was rolling received heavily, and it is said one or two passengers minor injuries, one sustaining a fractured collar bone."
It was also reported that a passenger, Thomas Farnsworth, had jumped overboard and drowned during the passage in an apparent suicide. After landing 69 passengers, 1,510 bags of mail and $200,000 in specie at Plymouth, Oceanic resumed passage at 4:32 a.m. for Cherbourg (139 passengers and 758 bags) and Southampton (653)where she arrived on the afternoon of 27 March 1914.
Clearing the Solent midday on 1 April 1914, Oceanic had 88 First, 253 Second and 651 Third Class aboard on departure from Queenstown the following day as well as 3,420 bags of mail. She reached New York on the 9th, crossing the Bar at 8:30 a.m..
Oceanic, sailing from New York at noon on 11 April 1914, went out with 77 First, 57 Second and 220 Third Class, a desultory list indeed. They, at least, enjoyed "moderate weather" across and averaging 20.41 knots, Oceanic had them at Plymouth at 3:30 a.m. on the 18th, 6 days 7 hours and 40 mins out of New York. Ninety-two left her there and after discharging 1,022 bags of mail and $95,000 in specie, Oceanic proceeded for Cherbourg (85 passengers and 432 bags) and Southampton where the remaining 192 disembarked that afternoon.
On departing Queenstown at 1:28 p.m. on 23 April 1914, Oceanic had 66 First, 230 Second and 755 Third Class aboard for New York where she arrived on the 29th, crossing the Bar at 10:25 a.m..
There were 172 First, and an equal number of Second, plus 494 Third Class takers for Oceanic's sailing from New York on 2 May 1914. They were in for a rough crossing, "moderate to fresh winds with rough seas prevailed during the voyage," said the Western Morning News on arrival at Plymouth at 3:45 a.m. on the 9th after a crossing of 6 days 8 hours 10 mins. at 20.37 knots. There, she landed 358 passengers, 1,058 bags of mail and $108,000 in specie and departing at 5:10 a.m., carried on to Cherbourg (111 passengers and 429 bags) and Southampton where her last 400 passengers disembarked that afternoon.
 |
| Credit: New York Times, 21 May 1914. |
The westbound Oceanic, from Southampton on 13 May 1914 went out with 79 First, 216 Second and 631 Third Class, and the "old" ship did herself proud, arriving at New York at 9:05 a.m. on the 20th, logging 6 days 5 mins. from Daunt's Rock to Sandy Hook at an average 20.19 knots.
Capt. Harry Smith, who is the senior commander of the line, said that from Sunday to Monday noon the Oceanic made 506 knots at an average of over 21 knots, which he thought was good work for a ship 15 years old. With the exception of one day, Capt. Smith said the weather was fine and the sea was like boiled oil. He did not sight any icebergs.
New York Times, 21 May 1914.
Andrew Carnegie, Mrs. Carnegie and daughter were among the 129 First, 142 Second and 494 Third Class passengers embarking on Oceanic from New York on 23 May 1914. Enjoying good weather most of the way across, fog was met on approach to the Channel and held her back, not reaching Plymouth until 6:10 a.m. on the 30th. She had 244 passengers and 437 bags of mail to land there and another 125 passengers and 437 bags for Cherbourg and 317 disembarking at Southampton.
With the Duke of Leeds, Lord Brooke and the distiller W.G. Jamieson among her 84 First, 169 Second and 278 Third passengers from Southampton and intermediate ports, 3-4 June 1914, Oceanic also went out with 1,100 bags of mail. She passed Sandy Hook at 11:00 a.m. on the 10th and sailed past the start of yacht races in the Ambrose Channel.
There were no fewer than 140 doctors, bound for the International Conference of Clinical Surgeons in London, among the 316 First, 155 Second and 481 Third Class passengers sailing in Oceanic from New York on 13 June 1914. Plymouth was reached at 4:03 a.m. on the 20th where she landed 183 passengers, 1,000 bags of mail and $180,000 in specie before being sent on her way at 5:00 a.m. for Cherbourg (372 passengers and 396 bags) and Southampton with 402 disembarking that afternoon.
The westbound Oceanic cleared Southampton the afternoon of 24 June 1914 and on departure from Queenstown the following day, went out with a small list of 68 First, 179 Second and 228 Third Class passengers. She reached New York on 2 July.
Taking leave of New York on American Independence Day, 4 July 1914, Oceanic went out with 230 First, 257 Second and 481 Third Class passengers. Making Plymouth at 5:46 a.m. on the 11th, she had 306 passengers and 762 bags of mail to drop there, 260 passengers and 339 bags of mail for Cherbourg and 414 passengers and $60,000 in specie for Southampton.
Oceanic was drydocked at Trafalgar graving dock on 16 July 1914 for an overhaul by Harland & Wolff, and undocked at 7:00 a.m. on the 19th, to begin loading for New York.
Departing Southampton on 22 July 1914, Oceanic had 138 First, 199 Second and 259 passengers for New York on clearing Queenstown the next day. Oceanic reached New York at 10:35 a.m. On the 29th.
By then, war on the Continent was imminent, but on the eve of her sailing from New York, White Star reported only four cancellations and Oceanic departed at noon on 1 August 1914 with 155 First, 132 Second and 444 Third Class. Gaining about 125 bookings when HAPAG cancelled Vaterland's sailing that day., she also went out with £1 mn. in gold, 2½ tons of silver and 1,600 bags of mail.
Arriving at Plymouth at 8:00 a.m. on 8 August. "At the conclusion of her voyage she will be taken over by the Government, and it is possible that all the passengers, mails and specie will be landed at Plymouth, but nothing has been definitely settled last evening. After leaving Plymouth the liner will proceed direct to Southampton, where she will proceed directly to Southampton, where she will be received by the naval authorities. " (Western Morning News, 8 August 1914). In the event, she did proceed to Southampton arriving the afternoon of the 8th. Fifty-three German nationals were arrested on arrival and taken by train to Winchester prison. By the 14th, 29 had been discharged and ordered to be deported. Oceanic's crew was paid off on the 26th.
In 1914, Oceanic made 9 westbound crossings carrying 6,033 passengers and 9 eastbound crossings carrying 6,333 passengers or a total of 12,366 passengers.
The Oceanic, 17,272 tons, fifteen years old, with unprotected steering gear and only 2,850 tons coal capacity, had originally been a dubious contender [for conversion into an armed merchant cruiser], but with 1,800 tons in the holds and another 1,470 tons of coal 'armour,' which could be burned, she could range 6,250 miles and make 20½ knots if pushed, her narrow hull vibrating anxiously.
Armed Merchant Cruisers
The Secretary of the Admiralty announced that the armed merchant cruiser Oceanic, of the White Star Line, was wrecked near the north coast of Scotland, and has become a total loss. All officers and crew were saved.
The ensuing loss of Oceanic in her always anticipated role as an auxiliary cruiser in time of war is sufficiently dismal to warrant only a brief summation, in keeping with her equally short career as such. Commissioned as H.M.S. Oceanic at Southampton on 8 August 1914 under Capt. William F. Slayter, RN, but retaining Capt. Harry Smith, RNR, in what would prove an unfortunate dual, often contentious, command of a ship that her naval officer had no experience in navigating, although many of her crew were sign-ons from her regular merchant navy men who were in the Royal Navy Reserve,
the ship had just about the shortest career of any British naval ship in recent history, counted in weeks.
Oceanic's conversion into a warship was of the typical rudimentary fashion of armed merchant cruisers with her designated six 4.7-inch naval guns bolted to the already fitted gun mountings, provision for shell magazines below decks and conversion of some hold spaces to expand her bunker capacity. She went to war in her peacetime livery save her trademark funnels which were "camoflaged" in black with a white stripe-- a scheme whose resemblence to her neutral American Line fleetmates was surely "coincidental" (!).
On commissioning, H.M.S. Oceanic's principal officers were: Capt. William P. Slater, Commander Harry Smith, R. N. R.; Lieut.Commander M. P. Stokes, Lieutenants of Royal Navy Reserve V. L. Wiles,
G. E. Warner, R. Mortimere, C. H. Greame, C. H. Lightoller and D. Blair.
Converted in an astonishingly short time, even for those days, Oceanic sailed, according to contemporary news accounts in America from Southampton to Le Havre on 12 August 1914 with "a load of British troops."
Bound for her Northern Patrol duties, Oceanic left Southampton on the 25th for Scapa Flow in the Orkneys which was Britain's main northern naval base and from which she, with other AMCs assigned to the 10th Cruiser Squadron, would be engaged in contraband patrols in the shipping lanes between the North of Scotland and Faroes. Merchant ships, regardless of nationality, would be challenged, boarded and inspected for contraband, mail for Germany or German nationals aboard, and if so found, escorted to Kirkwall for further inspection. These were, even in peacetime, challenging and dangerous waters, beset by bad weather, high seas and fogs, made more so by the threat of German submarines and requiring frequent and intricate "zig-zag' course changes to evade and confuse. Sadly, such manoueves proved just as confusing to her navigating officer and the waters as unfamiliar to her competing captains.
On 7 September 1914 Oceanic sailed from Scapa Flow on her first patrol, steaming on a zig-zag course towards the Shetlands. That evening Lt. David Blair, the ship's navigator, plotted the ship's course relative to navigating south and west of the Isle of Foula with its dangerous and well plotted Shaalds reef. Completely misplotting his position, his course put Oceanic 13-14 miles further north than she was and to the east of the island not the west.
A ship with two captains (but commanding officer), Captain Slayer was on the bridge throughout the night and Captain Smith took over whenever Captain Slayter rested during daylight hours. On the morning of 8 September, Slayter went below after dawn broke, with the visibility of seven miles, leaving orders to steer north east in the direction of Foula Island.
Captain Smith had strongly disagreed with the policy of navigating a ship as large as the Oceanic with its deep draught anywhere near the outlying islands, because of the possibility of local reefs in the vicinity. After steaming a while with their position thought to be well south of the island, Smith ordered a change of course; due west to the open sea, saway from any hidden dangers like outlying reefs. They had unwittingly travelled 14 miles further than previously calculated, and instead of being south of the island there in reality, east of it. Instead, the westerly course was taking them straight for the Island and on to the reefs lying two miles off it! In the calmness of the situation, and because visibility was still around seven miles, an extra watch on the starboard beam was detailed where the island was expected to appear when the mist lifted. Even if their calculations were slightly in error, they still expected to see Foula Island long before they were in the locality of any reefs.
When the island did appear it was off the starboard bow. Then Captain Slayer returned to the bridge and both he and Captain Smith estimated that their position was some five miles off south of the island and therefore in no real danger. However, their true position was only two miles away! Captain Smith had given an order which was immediately countermanded by Captain Slayter upon his arrival on the bridge, and his full but incorrect assessment of the situation. So the Oceanic had been in fact steering between the reef and the island, changed course and drove onto the Shaalds.
Ships of the White Star Line.
Oceanic went on the Shaalds the morning of 8 September 1914, 2½ nautical miles east of the southern tip of Foula Island. In flat calm conditions, Lt. Charles Lightoller, no stranger to such duties, had a easy time organising the ship's evacuation and her officers and men taken off (an American wire service stating this was as many as 626 men) and put aboard the trawler Glenogil of Aberdeen. Lightoller was the last off Oceanic, taking with him the clock in her chart room, a souvenir of what he called his favourite ship.
Capt. Armour of the Aberdeen trawler Glenovil told the following story of his rescue of the crew of the White Star liner Oceanic:
'It was misty and very dark Tuesday morning off the north coast of Scotland when our attention was arrested on our homeward way by signals of distress in the direction of the coast. It required skillful seamanship, which would have been impossible to a larger boat than ours, to bring the Glenovil near enough to discover the Oceanic on the rocks.
Finally, after a long and hard tussle in the nasty sea, we brought ourselves alongside. Ropes and ladders were lowered over the side of the liner, down which the crew scrambled and tumbled to the deck of our boat.
In a short time practically every available inch of our space was occupied by men from the big boat. We got 400 of them and then steamed off---we could hold no more---and emptied them on a larger steamer which was standing off in the distance unable to get any nearer without herself running on the rocks of this dangerous coast.
After transferring our human freight we returned quickly, but cautiously, and took off the remainder who were similarly transferred to the boat in the offing. The rescue was attended with great risk on account of the heavy sea and darkness and the dangerous rocks all about.
The Captain of the Oceanic was the last to leave his ship. He paid us a high compliment and thanked us warmly.'
New York Times, 12 September 1914.
 |
| H.M.S. Oceanic aground on the Shaalds, 8 September 1914, showing her rather extemporaneous wartime livery with "American Line" funnel colours. Credit: redditt, oceanlinerporn u/Top-Macaron5130 |
But Oceanic was irretrievably lost, impaled on the rocks, and resisting the combined efforts of Glenogil, then those of the scout cruiser H.M.S. Forward and even the mighty H.M.S. Alsatian, the former Allan liner now an AMC, to pull her free. A final attempt by the battleship H.M.S. Hannibal proved a waste of a good six-inch hawser and by 11 September 1914, Oceanic was a write-off. It remain for the navy tug Lyons to take off her entire 4.7-inch armament and ammunition as the weather conditions deteriorated. A full northwesterly gale on 29 September opened up her hull for most of its length, and now flooded, Oceanic's slipped off the reef and slid in deep water of some five fathoms.
News of Oceanic's loss, the first of an Allied passenger liner in the war, was limited to a terse cabled report sent by the Admiralty on 9 September 1914:
The Press Bureau announces that the armed merchant cruiser Oceanic of the White Star Line was wrecked yesterday on the north coast of Scotland and has become a total loss. All of the officers and crew were saved.
In reporting her loss, the New York Times noted: James Parton, European manager of the White Star Line, when called on the telephone by The New York Times correspondent and asked if he had any particulars of the loss of the Oceanic, was much agitated. "I have no news to give," he said and hung up the telephone." The White Star Line officials said last night that they had no knowledge of the movements of the Oceanic after she was taken over by the British Government. It is surmised that the liner might have been on her way to Archangel to carry Russian troops to Belgium or to protect unarmed transports coming from that port."
The Admiralty were embarrassed to say the least. They had had the liner for less than a month and she had been lost by running aground, one of the most famous ships of the age, a much beloved liner on the Atlantic crossing and they lost her. Obviously they covered it up and quickly held a Court Martial to see who was responsible for this great incompetent blunder.
Slayter was cleared and the blame and Smith was acquitted as he was more of an “advisor” than a naval officer and was not in command at the time of the collision, mainly because Slayter had returned to the bridge to countermand him. So the blame fell down on Blair the navigator for making such a horrendously poor navigational fix and being out by about fourteen miles. Blair was aghast and defended himself and said that the bridge officers were all of the same opinion and that his two superiors had overseen his work and agreed and it was with Smith and Slayter’s intervention and agreement which saved him from shouldering the blame. The loss was put down to abnormal currents that no one could have foreseen.
Chris Sams, Chris's Naval History Substack, 4 March 2025.
The ensuing courts martial of Lt. Blair, Commander Smith and Capt. Slayter in Devonport commencing on 18 November 1914 exposed, more than anything else, the underlying foolishness of "dual captains" and conflicting authorities commanding large passenger liners posing as warships. In future, it was decided that, when possible, they would be commanded in terms of navigation and ship's routine by their peacetime captains with naval discipline and matters entrusted to a senior Royal Navy officer.
For their parts, Lt. Blair found guilty on 20 November 1914 of stranding or suffering to be stranded" Oceanic, Commander Henry Smith, R.N.R. was found not guilty over to his " having no authority from the Admiralty to take charge of the ship after she had been taken over by the Admiralty, the Navy regulations having laid down that under such circumstances a naval reserve officer was not entitled to assume charge." Captain Slayer, too, was acquitted, "Captain Slayter expressed regret that while he was taking necessary rest below the responsible officers on deck had not stopped the vessel when land was sighted and ascertained the vessel's precise position. He contended that had these precautions been taken the vessel would not have grounded." (The Times, 23 November).
Oceanic's loss was keenly felt especially in Belfast, Liverpool, Southampton and New York and added to the grim war toll just beginning to be felt by Britain's forces, on land and sea, the first few months of the conflict.
The Oceanic was the second steamship of that name, built by Harland & Wolff of Belfast in 1899 for the Oceanic Steamship Company of Liverpool, and was for many years one of the most popular vessels in the Atlantic passenger trade. She was designed when Thomas H. Ismay was Chairman of the company, and he took a personal interest in the decorating and furnishing of the ship.
No expense was spared on the Oceanic, and the cost of gilding her dining saloon was said to have been nearly $200,000. All her public rooms were finished in the same luxurious manner, and for years after she came out, in September, 1899, the Oceanic was the favorite ship of J. P. Morgan, Cornelius Vanderbilt, W. C. Whitney, Philip Armour, and many other wealthy men. Her May sailing to Liverpool up to ten years ago was called 'the millionaires' trip,' because a large number of the richest men in the United States made a practice of sailing together on her and giving special dinners and luncheons on the voyage.
Three years ago the International Mercantile Marine Company spent about $250,000 on the Oceanic in refurnishing her, building a new companionway, with heavy carved bronze gates at the saloon entrance. The saloon also was regilded. J. Bruce Ismay, who was President of the company at that time, wished the ship to be kept up to her original standard because she was the last that his father saw launched and was his pride among the fleet.
From a sailor's point of view the Oceanic was one of the most graceful vessels that ever entered New York Harbor. She had yacht-like lines, and there was a jaunty rake to her funnels and masts. For years she maintained a speed of 21½ knots, and up to her last Atlantic voyage she could make 20½ knots.
The New York Times, 10 September 1914.
Her stranding was a sad end for such a fine ship.
J.H. Isherwood, Sea Breezes, September 1950.
 |
| R.M.S. Oceanic... Ismay's Pride & Joy and the last classic H&W "10:1" North Atlantic express liner... stands out to sea. Credit: Merseyside Maritime Museum. |
R.M.S. Oceanic 1899-1914
186 westbound crossings completed
186 eastbound crossings completed
1,190,400 nautical miles steamed
309,006 passengers carried
Built by Harland & Wolff Shipbuilders, Belfast no. 317
Gross tonnage 17,274
Length: (o.a.) 704 ft.
(b.p.) 685 ft. 7 ins.
Beam: 68 ft. 7 ins.
Machinery: twin four-cylinder (47½", 79", 93" and 93" dia.) 72" stroke triple-
expansion engines 28,800 ihp, twin-screw
Speed: 19.5 knots service
Passengers 410 First 300 Second 1,000 Third
Officers & Crew 400
Armed Merchant Cruisers, Their Epic Story, Kenneth Poolman, 1985
The Atlantic Ferry, Arthur J. Maginnis, 1899
The Ismay Line, Wilton J. Oldham, 1961
North Atlantic Seaway, Vol. 2, N.R.P. Bonsor, 1977
The Power of the Great Liners, Denis Griffiths, 1990
Ships of the White Star Line, Richard de Kerbrech, 2009
White Star, Roy Anderson, 1964.
Colliers
Engineering
The Graphic
Illustrated London News
The Nautical Magazine
The Marine Engineer
Marine Engineering
Marine Review
Scientific American
The Steamship
Sea Breezes
The Buffalo Times
Belfast Evening Telegraph
Belfast News-Letter
Evening Herald
The Evening World
The Freeman's Journal and National Press
Liverpool Daily Post
Liverpool Echo
Liverpool Journal of Commerce
Liverpool Mercury
New Ross Standard
New York Herald
New York Times
New York Tribune
San Francisco Examiner
Southern Daily Echo
Times-Picayune
Times-Union
Western Morning News
The World
The Mariner's Museum
Merseyside Maritime Museum
Museum of the City of New York
National Museums NI, Harland & Wolff Collection
Historic New England
http://darrel-betty-hagberg.com/
https://www.deviantart.com/
https://www.facebook.com/
https://www.ggarchives.com/
https://jerijerod14.substack.com/p/the-queen-of-the-ocean-the-life-and
https://www.maryevans.com/
https://www.reddit.com/r/Oceanlinerporn/
https://oshermaps.org/visit/
https://picryl.com/
https://www.shipsnostalgia.com/
https://titanic.fandom.com/wiki/Main_Page
https://en.wikipedia.org/wiki/RMS_Oceanic
© Peter C. Kohler
