seamus dubhghaill

Promoting Irish Culture and History from Little Rock, Arkansas, USA

Tag Archives: Harland and Wolff


by Leave a comment

Birth of Basil Kelly, Northern Irish Barrister, Judge & Politician

Sir John William Basil Kelly, Northern Irish barrister, judge and politician, is born in County Monaghan on May 10, 1920. He rises from poverty to become the last Attorney General of Northern Ireland and then one of the province’s most respected High Court judges. For 22 years he successfully conducts many of the most serious terrorist trials.

A farmer’s son, Kelly is raised amid the horror of the Irish Civil War. The family is burned out when he is five and, penniless, goes north to take a worker’s house near the Harland and Wolff shipyard in Belfast. Even though they are Protestant the Kellys are met with a cold welcome. To counter that, his mother starts a bakery while the he and his father sell the hot rolls to the area pubs.

Kelly initially attends a shipyard workers’ school, sometimes without shoes, and then goes on to Methodist College Belfast, where only boys prepared to work hard are welcome. His mother, who had taught him to play the piano by marking out the keyboard on the kitchen table, is so cross when she hears that he has been playing football in the street that she tells the headmaster that he does not have enough homework.

On a visit to an elder sister at Trinity College, Dublin, Kelly is so impressed by her smoking and her painted nails that he decides to follow her to the university, where he reads legal science. After being called to the Bar of Northern Ireland in 1944, he has the usual slow start, traveling up to 100 miles to earn a five-guinea fee. However, aided by a photographic memory and the patronage of Catholic solicitors, he gradually builds up a large practice, concentrating on crime and workers’ compensation while earning a reputation as the finest cross-examiner in the province.

Kelly first makes a mark by his successful defence of an aircraftman accused of killing a judge’s daughter. The man is found guilty but insane, though the complications involved bring it back to court 20 years later. After appointment as Queen’s Counsel in 1958 he skillfully conducts two cases which go to the House of Lords. One involves the liability of a drunken psychopath, the other the question of automatism where a person, acting like a sleepwalker, does not know what he is doing.

In the hope of speeding his way to the Bench, Kelly is elected to the House of Commons of Northern Ireland as Ulster Unionist Party (UUP) member for Mid Down in 1964. His capacity for hard work leads to his being appointed Attorney General four years later.

In March 1972, the entire Government of Northern Ireland resigns and the Parliament of Northern Ireland is prorogued. As a result, Kelly ceases to be Attorney General. The office of Attorney General for Northern Ireland is transferred to the Attorney General for England and Wales and he is the last person to serve as Stormont’s Attorney General.

In 1973, Kelly is appointed as a judge of the High Court of Northern Ireland, and then as a Lord Justice of Appeal of Northern Ireland in 1984, when he is also knighted and appointed to the Privy Council of the United Kingdom. On the bench he proves a model of fairness and courtesy with a mastery of facts, but his role often puts him in danger.

A Provisional Irish Republican Army (IRA) gang once targets him with a bomb-laden milk van, intending to drive it through his gates. But the police are alerted and immediately take him to Stormont, where he lives for the next two months.

For a year Kelly presides alone over a non-jury Diplock court, protected by armed police and wearing a bulletproof vest before writing his judgment under Special Air Service (SAS) guard in England. He convicts dozens of people on “supergrass” evidence, though there are subsequently doubts about the informant and some of his judgments are overturned.

One of the accused, Kevin Mulgrew, is sentenced to 963 years in prison, with Kelly telling him, “I do not expect that any words of mine will ever raise in you a twinge of remorse.” While the IRA grumbles about the jail terms he dispenses, and he is often portrayed as an unthinking legal hardliner by Sinn Féin, he is a more subtle figure and is often merciful towards those caught up in events or those whom he considers too young for prison.

Kelly retires in 1995 and moves to England, where he dies at the age of 88 at his home in Berkshire on December 5, 2008 following a short illness. He is survived by his wife, Pamela Colmer.

(From: “Basil Kelly,” Independent.ie (www.independent.ie), January 4, 2009)


by Leave a comment

Birth of David Bleakley, Northern Ireland Politician

David Wylie Bleakley, politician and peace campaigner in Northern Ireland, is born in the Strandtown district of Belfast, Northern Ireland on January 11, 1925.

Bleakley works as an electrician in the Harland and Wolff dockyards while becoming increasingly active in his trade union. He studies economics at Ruskin College in Oxford, where he strikes up a friendship with C. S. Lewis, about whom he later writes a centenary memoir. He later attends Queen’s University Belfast. A committed Christian, he is a lifelong Anglican – a member of the Church of Ireland. Throughout his life, he is a lay preacher.

Bleakley joins the Northern Ireland Labour Party (NILP) and contests the Northern Ireland Parliament seat of Belfast Victoria in 1949 and 1953 before finally winning it in 1958. At Stormont, he is made the Chairman of the Public Accounts Committee, but he loses his seat in 1965. He is head of the department of economics and political studies at Methodist College Belfast from 1969 to 1979.

Bleakley runs for the Westminster seat of Belfast East in 1970 (gaining 41% of the vote), February 1974 and October 1974 for the Northern Ireland Labour Party each time, but never enough to win the Westminister seat from the Ulster Unionist Party (UUP). In 1971, Brian Faulkner appoints him as his Minister for Community Relations at Stormont, but as Bleakley is not an MP, he can only hold the post for six months. He resigns five days before his term expires in order to highlight his disagreement with government policy, specifically the failure to widen the government to include non-Unionist parties, and the decision to introduce internment. He writes a respectful biography of Faulkner and his own memoir of the period.

After the Parliament is abolished, Bleakley stands for, and is elected to, the Northern Ireland Assembly and its successor, the Northern Ireland Constitutional Convention. He stands again for Belfast East in the February and October UK general elections, but wins only 14% of the vote each time.

By the late 1970s, the NILP is in disarray, and does not stand a candidate for the 1979 European Assembly election. Bleakley instead stands as an “Independent Community Candidate,” but takes only 1.6% of the votes cast.

During the 1980s, Bleakley sits as a non-partisan member of various quangos. From 1980 to 1992 he is general secretary of the Irish Council of Churches. In 1992, he joins the Alliance Party of Northern Ireland and is an advisor to the group during the all-party talks. For the 1996 Northern Ireland Forum election, he is a prominent member of the Democratic Partnership list and stands in Belfast East, but is not elected. In 1998, he joins the Labour Party of Northern Ireland and stands in Belfast East in the Assembly elections, receiving 369 first preference votes.

Bleakley dies in Belfast at the age of 92 on June 26, 2017.


by Leave a comment

Birth of Danny Morrison, IRA Volunteer, Author & Activist

Daniel Gerard Morrison, former Provisional Irish Republican Army (IRA) volunteer, Irish author and activist, is born in staunchly Irish nationalist Andersonstown, Belfast, on January 9, 1953. He plays a crucial role in public events during the Troubles in Northern Ireland.

Morrison is the son of Daniel and Susan Morrison. His father works as a painter at the Harland and Wolff shipyard in East Belfast. His uncles, including Harry White, had been jailed for their part in the IRA‘s Northern Campaign in the 1940s. He joins Sinn Féin in 1966 and helps to organise 50th anniversary commemorations of the Easter Rising in Belfast. At this time, he later recalls, “as far as we were concerned, there was absolutely no chance of the IRA appearing again. They were something in history books.”

After the 1969 Northern Ireland riots, in which nationalist areas of Belfast are attacked and burned, Morrison joins the newly formed Provisional IRA. After this, he is engaged in clandestine republican activities, but as late as 1971, is still attending Belfast College of Business Studies and editing a student magazine there. He is interned in Long Kesh Detention Centre in 1972.

Morrison’s talents for writing and publicity are quickly recognised within the republican movement and after his release in 1975 he is appointed editor of Republican News. In this journal, he criticises many long-standing policies of the movement. At this time, he becomes associated with a grouping of young, left-wing Belfast based republicans, led by Gerry Adams, who want to change the strategy, tactics and leadership of the IRA and Sinn Féin.

With the rise of Adams’ faction in the republican movement in the late 1970s, Morrison succeeds Seán Ó Brádaigh as Director of Publicity for Sinn Féin. During the 1981 Irish hunger strike, he acts as spokesman for the IRA hunger strikers’ leader Bobby Sands, who is elected to the British Parliament on an Anti H-Block platform.

Morrison is elected as a Sinn Féin Member for Mid Ulster of a short-lived Northern Ireland Assembly from 1982 to 1986. He also stands unsuccessfully for the European Parliament in 1984 and again in 1989. He also stands for the Mid Ulster Westminster seat in 1983 and 1986. Along with Owen Carron, he is arrested on January 21, 1982 while attempting to enter the United States illegally from Canada by car. He is deported and later both men are convicted on a charge of making false statements to US immigration officials.

Morrison is director of publicity for Sinn Féin from 1979 until 1990, when he is charged with false imprisonment and conspiracy to murder a British informer in the IRA, Sandy Lynch. He is sentenced to eight years in prison and is released in 1995.

Since 1989, Morrison has published several novels and plays on themes relating to republicanism and events in the modern history of Belfast. His latest play, The Wrong Man, opens in London in 2005. It is based on his 1997 book of the same name and deals with the career of an IRA man who is suspected by his colleagues of working for the police.

The Bobby Sands Trust (BST) is formed after the 1981 Hunger Strike where ten republican prisoners die due to their hunger strike protest against the UK Government. The legal firm Madden & Finucane continues to act for the Trust whose original members are Gerry Adams, Danny Morrison, Tom Hartley, Tom Cahill, Marie Moore and Danny Devenny. For a time Bobby’s two sisters, Marcella and Bernadette, are members of the Trust. Current members still include Adams, Morrison and Hartley. The BST claims to hold copyright to all the written works of Bobby Sands. The family of Sands has been critical of the BST and they have called for it to disband.

Morrison lives in West Belfast with his Canadian-born wife, Leslie. He has two sons from his first marriage.


by Leave a comment

Birth of John Miller Andrews, 2nd Prime Minister of Northern Ireland

john-miller-andrewsJohn Miller Andrews, the second Prime Minister of Northern Ireland, is born in Comber, County Down on July 17, 1871. He is the eldest child in the family of four sons and one daughter of Thomas Andrews, flax spinner, and his wife Eliza Pirrie, a sister of William Pirrie, 1st Viscount Pirrie, chairman of Harland and Wolff. He is named after his maternal great-uncle, John Miller of Comber (1795–1883).

Andrews is educated at the Royal Belfast Academical Institution. In business, Andrews is a landowner, a director of his family linen-bleaching company and of the Belfast Ropeworks. His younger brother, Thomas Andrews, who dies in the 1912 sinking of the RMS Titanic, served as managing director of the Harland and Wolff shipyard in Belfast. Another brother, Sir James Andrews, 1st Baronet, was Lord Chief Justice of Northern Ireland.

In 1902 Andrews marries Jessie, eldest daughter of Bolton stockbroker Joseph Ormrod at Rivington Unitarian Chapel, Rivington, near Chorley, Lancashire, England. They have one son and two daughters. His younger brother, Sir James, marries Jessie’s sister.

Andrews is elected as a member of parliament in the House of Commons of Northern Ireland, sitting from 1921 until 1953 (for Down from 1921–29 and for Mid Down from 1929–1953). He is a founder member of the Ulster Unionist Labour Association, which he chairs, and is Minister of Labour from 1921 to 1937. He is Minister of Finance from 1937 to 1940, succeeding to the position on the death of Hugh MacDowell Pollock. Upon the death of James Craig, 1st Viscount Craigavon in 1940, he becomes leader of the Ulster Unionist Party (UUP) and the second Prime Minister of Northern Ireland.

In April 1943 backbench dissent forces Andrews from office. He is replaced as Prime Minister by Basil Brooke, 1st Viscount Brookeborough. He remains, however, the recognised leader of the UUP for a further three years. Five years later he becomes the Grand Master of the Orange Order. From 1949, he is the last parliamentary survivor of the original 1921 Northern Ireland Parliament, and as such is recognised as the Father of the House. He is the only Prime Minister of Northern Ireland not to have been granted a peerage. His predecessor and successor receive hereditary viscountcies, and later prime ministers are granted life peerages.

Throughout his life Andrews is deeply involved in the Orange Order. He holds the positions of Grand Master of County Down from 1941 and Grand Master of Ireland (1948–1954). In 1949 he is appointed Imperial Grand Master of the Grand Orange Council of the World.

Andrews is a committed and active member of the Non-subscribing Presbyterian Church of Ireland. He regularly attends Sunday worship, in the church built on land donated by his great-grandfather, James Andrews, in his hometown Comber. He serves on the Comber Congregational Committee from 1896 until his death on August 5, 1956, holding the position of Chairman from 1935 onwards. He is buried in the small graveyard adjoining the church.


by Leave a comment

Resignation of John Miller Andrews, 2nd Prime Minister of Northern Ireland

john-miller-andrewsJohn Miller Andrews, the second Prime Minister of Northern Ireland, resigns on April 28, 1943 and is succeeded by Sir Basil Brooke, later Lord Brookeborough.

Andrews is born in Comber, County Down, on July 17, 1871, the eldest child in the family of four sons and one daughter of Thomas Andrews, flax spinner, and his wife Eliza Pirrie, a sister of William Pirrie, 1st Viscount Pirrie, chairman of Harland and Wolff. He is named after his maternal great-uncle, John Miller of Comber (1795–1883). As a young man, with his parents and family, he is a committed and active member of the Non-subscribing Presbyterian Church of Ireland. He regularly attends Sunday worship in the church built on land donated by his great-grandfather James Andrews in his home town Comber.

Andrews is educated at the Royal Belfast Academical Institution. In business, he is a landowner, a director of his family linen-bleaching company and of the Belfast Ropeworks. His younger brother, Thomas Andrews, who dies in the 1912 sinking of the RMS Titanic, is managing director of the Harland and Wolff shipyard in Belfast. Another brother, Sir James Andrews, 1st Baronet, is Lord Chief Justice of Northern Ireland.

In 1902 Andrews marries Jessie Ormrod, eldest daughter of Bolton stockbroker Joseph Ormrod at Rivington Unitarian Chapel, Rivington, near Chorley, Lancashire, England. They have one son and two daughters. His younger brother, Sir James, marries Jessie’s sister.

Andrews is elected as a member of parliament in the House of Commons of Northern Ireland, sitting from 1921 until 1953 (for Down from 1921–1929 and for Mid Down from 1929–1953). He is a founder member of the Ulster Unionist Labour Association, which he chairs, and is Minister of Labour from 1921 to 1937. He is Minister of Finance from 1937 to 1940, succeeding to the position on the death of Hugh MacDowell Pollock. On the death of James Craig, 1st Viscount Craigavon, in 1940, he becomes leader of the Ulster Unionist Party (UUP) and the second Prime Minister of Northern Ireland.

In April 1943 backbench dissent forces him from office. He is replaced as Prime Minister by Sir Basil Brooke. Andrews remains, however, the recognised leader of the UUP for three more years. Five years later he becomes the Grand Master of the Orange Order.  Throughout his life he is deeply involved in the Orange Order. He holds the positions of Grand Master of County Down from 1941 and Grand Master of Ireland (1948–1954). In 1949 he is appointed Imperial Grand Master of the Grand Orange Council of the World.

From 1949, he is the last parliamentary survivor of the original 1921 Northern Ireland Parliament, and as such is recognised as the Father of the House. He is the only Prime Minister of Northern Ireland not to have been granted a peerage. His predecessor and successor received hereditary viscountcies, and later prime ministers are granted life peerages.

Andrews serves on the Comber Congregational Committee from 1896 until his death, holding the position of Chairman from 1935 onward. He dies in Comber on August 5, 1956 and is buried in the small graveyard adjoining the Non-subscribing Presbyterian Church of Ireland.


by Leave a comment

The Launch of the SS Canberra

ss-canberraThe SS Canberra, an ocean liner in the P&O fleet which later operates on cruises, is launched in Belfast, Northern Ireland on March 16, 1960. She is built at the Harland and Wolff shipyard in Belfast at a cost of £17,000,000.

The ship is named on March 17, 1958, after the federal capital of Australia, Canberra. Her launch is sponsored by Dame Pattie Menzies, GBE, wife of the then Prime Minister of Australia, Robert Menzies. She enters service in May 1961 and begins her maiden voyage in June.

At the end of 1972 she is withdrawn and refitted to carry 1,500 single class passengers on cruises. Unusually, this transition from an early life as a purpose built ocean liner to a long and successful career in cruising, occurs without any major external alterations, and with only minimal internal and mechanical changes over the years.

On April 2, 1982, Argentina invades the Falkland Islands, which initiates the Falklands War. At the time, SS Canberra is cruising in the Mediterranean Sea. The next day, her captain, Dennis Scott-Masson, receives a message asking his time of arrival at Gibraltar, which is not on his itinerary. When he calls at Gibraltar, he learns that the Ministry of Defence had requisitioned SS Canberra for use as a troopship. SS Canberra sails to Southampton, Hampshire where she is quickly refitted, sailing on April 9 for the South Atlantic.

SS Canberra anchors in San Carlos Water on May 21 as part of the landings by British forces to retake the islands. Although her size and white colour make her an unmissable target for the Argentine Air Force, the liner is not badly hit in the landings as the Argentine pilots tend to attack the Royal Navy frigates and destroyers instead of the supply and troop ships. After the war, Argentine pilots claim they were told not to hit SS Canberra, as they mistook her for a hospital ship.

SS Canberra then sails to South Georgia Island, where 3,000 troops are transferred from Queen Elizabeth 2. They are landed at San Carlos on June 2. When the war ends, SS Canberra is used as a cartel to repatriate captured Argentine soldiers, landing them at Puerto Madryn, before returning to Southampton to a rapturous welcome on July 11.

After a lengthy refit, SS Canberra returns to civilian service as a cruise ship. Her role in the Falklands War makes her very popular with the British public, and ticket sales after her return are elevated for many years as a result. Age and high running costs eventually catch up with her though, as she has much higher fuel consumption than most modern cruise ships. Although Premier Cruise Line makes a bid for the old ship, P&O had already decided that they do not want SS Canberra to operate under a different flag.

SS Canberra is withdrawn from P&O service in September 1997 and sold to ship breakers for scrapping on October 10, 1997, leaving for Gadani ship-breaking yard in Pakistan on October 31, 1997. Her deep draft means that she cannot be beached as far as most ships, and due to her solid construction the scrapping process takes nearly a year instead of the estimated three months, being totally scrapped by the end of 1998.

The SS Canberra appears in the 1971 James Bond film Diamonds Are Forever as the liner where Mr. Wint and Mr. Kidd try to kill Bond. In 1997, singer/songwriter Gerard Kenny releases the single “Farewell Canberra” which is specially composed for the final voyage.


by Leave a comment

The Hull of the RMS Titanic is Launched

titanic-launch-at-belfast-1911The hull of the RMS Titanic, is launched at 12:15 PM on May 31, 1911 at the Harland and Wolff shipyard in Belfast, Northern Ireland in the presence of Lord William Pirrie, J. Pierpoint Morgan, J. Bruce Ismay and 100,000 onlookers. Twenty-two tons of soap and tallow are spread on the slipway to lubricate the ship’s passage into the River Lagan. In keeping with the White Star Line‘s traditional policy, the ship is not formally named or christened with champagne. The ship is towed to a fitting-out berth where, over the course of the next year, her engines, funnels and superstructure are installed and her interior is fitted out.

The construction of RMS Olympic and RMS Titanic take place virtually in parallel. The sheer size of the RMS Titanic and her sister ships pose a major engineering challenge for Harland and Wolff. No shipbuilder has ever before attempted to construct vessels this size. RMS Titanic‘s keel is laid down on March 31, 1909. The 2,000 hull plates are single pieces of rolled steel plate, mostly up to 6 feet wide and 30 feet long and weigh between 2.5 and 3 tons.

Some of the last items to be fitted on RMS Titanic before the ship’s launch are her two side anchors and one centre anchor. The anchors themselves are a challenge to make with the centre anchor being the largest ever forged by hand and weighing nearly 16 tons. Twenty Clydesdale draught horses are needed to haul the centre anchor by wagon from the N. Hingley & Sons Ltd. forge shop in Netherton, near Dudley, United Kingdom to the Dudley railway station two miles away. From there it is shipped by rail to Fleetwood in Lancashire before being loaded aboard a ship and sent to Belfast.

The work of constructing the ships is difficult and dangerous. For the 15,000 men who work at Harland and Wolff at the time, safety precautions are rudimentary at best. Much of the work is dangerous and is carried out without any safety equipment like hard hats or hand guards on machinery. As a result, deaths and injuries are to be expected. During RMS Titanic‘s construction, 246 injuries are recorded, 28 of them “severe,” such as arms severed by machines or legs crushed under falling pieces of steel. Six people die on the ship herself while she is being constructed and fitted out, and another two die in the shipyard workshops and sheds. Just before the launch a worker is killed when a piece of wood falls on him.

(Pictured: Launch of the hull of the RMS Titanic with an unfinished superstructure in 1911) 


by Leave a comment

U.S. Senate Inquiry into the RMS Titanic Sinking

william-alden-smithThe April 15, 1912 sinking of the RMS Titanic, the trans-Atlantic passenger liner built by Harland and Wolff in Belfast, results in an inquiry by the United States Senate, which begins at the Waldorf-Astoria Hotel in New York City  on April 19, 1912. Chaired by Senator William Alden Smith (R-Michigan), the inquiry is a subcommittee of the Senate’s Committee on Commerce. The hearings later move to the Russell Senate Office Building in Washington, D.C. and conclude on May 25, 1912 with a return visit to New York.

Seven senators serve on the subcommittee, with three Republicans and three Democrats in addition to Smith as chair. The other six senators are Jonathan Bourne (R-Oregon), Theodore E. Burton (R-Ohio), Duncan U. Fletcher (D-Florida), Francis G. Newlands (D-Nevada), George Clement Perkins (R-California), and Furnifold McLendel Simmons (D-North Carolina). The composition of the subcommittee is carefully chosen to represent the conservative, moderate and liberal wings of the two parties.

During 18 days of official investigations, punctuated by recesses, testimony is recorded from over 80 witnesses. These include surviving passengers and crew members, as well as captains and crew members of other ships in the vicinity, expert witnesses, and various officials and others involved in receiving and transmitting the news of the disaster. The evidence submitted varies from spoken testimony and questioning, to the deposition of correspondence and affidavits. Subjects covered include the ice warnings received, the inadequate (but legal) number of lifeboats, the handling of the ship and its speed, RMS Titanic‘s distress calls, and the handling of the evacuation of the ship.

The final report is presented to the United States Senate on May 28, 1912. It is nineteen pages long and includes 44 pages of exhibits, and summarises 1,145 pages of testimony and affidavits. Its recommendations, along with those of the British inquiry that concludes on July 3, 1912, lead to many changes in safety practices following the disaster.

The report is strongly critical of established seafaring practices and the roles that RMS Titanic‘s builders, owners, officers and crew had played in contributing to the disaster. It highlights the arrogance and complacency that had been prevalent aboard the ship and more generally in the shipping industry and the British Board of Trade. However, it does not find the International Mercantile Marine Company, an American consortium, or the White Star Line negligent under existing maritime laws, as they had merely followed standard practice, and the disaster could thus only be categorised as an “act of God.”

The inquiry is heavily criticised in Britain, both for its conduct and for Smith’s style of questioning. Many newspapers publish scathing editorial cartoons depicting Smith in unflattering terms. The British government is also hostile towards the inquiry. The British Ambassador to the United States, James Bryce, demands that President William Howard Taft dissolve the committee and refuses to recognise its jurisdiction.

Some British writers, however, applaud the inquiry. G. K. Chesterton contrasts the American objective of maximum openness with what he calls Britain’s “national evil,” which he describes as being to “hush everything up; it is to damp everything down; it is to leave the great affair unfinished, to leave every enormous question unanswered.” The American reaction is also generally positive. The American press welcomes Smith’s findings and accepts his recommendations, commending the senator for establishing the key facts of the disaster.

(Pictured: U.S. Senator William Alden Smith, chairman of the Senate inquiry into the RMS Titanic disaster)


by Leave a comment

RMS Titanic Departs Southampton, England

titanic-departing-southampton-dockThe RMS Titanic leaves port in Southampton, England for her first and only voyage on April 10, 1912. Built by the Belfast shipbuilders Harland and Wolff, the RMS Titanic is the second of the three Olympic-class ocean liners — the first being the RMS Olympic and the third being the HMHS Britannic.

Following the embarkation of the crew the passengers begin arriving at 9:30 AM, when the London and South Western Railway‘s boat train from London Waterloo station reaches Southampton Terminus railway station on the quayside, alongside RMS Titanic‘s berth. In all, 923 passengers board RMS Titanic at Southampton, 179 First Class, 247 Second Class and 494 Third Class. The large number of Third Class passengers means they are the first to board, with First and Second Class passengers following up to an hour before departure. Stewards show them to their cabins, and First Class passengers are personally greeted by Captain Edward Smith upon boarding. Third Class passengers are inspected for ailments and physical impairments that might lead to their being refused entry to the United States, a prospect the White Star Line wishes to avoid, as it would have to carry anyone who fails the examination back across the Atlantic. A total of 922 passengers are recorded as embarking on RMS Titanic at Southampton. Additional passengers are to be picked up at Cherbourg, France and Queenstown.

The maiden voyage begins on time, at noon. An accident is narrowly averted only a few minutes later as RMS Titanic passes the moored liners SS City of New York of the American Line and what would have been her running mate on the service from Southampton, White Star’s RMS Oceanic. Her huge displacement causes both of the smaller ships to be lifted by a bulge of water and then dropped into a trough. SS City of New York‘s mooring cables cannot take the sudden strain and snap, swinging her around stern-first towards RMS Titanic. A nearby tugboat, Vulcan, comes to the rescue by taking SS City of New York under tow, and Captain Smith orders RMS Titanic‘s engines to be put “full astern.” The two ships avoid a collision by a matter of about 4 feet. The incident delays RMS Titanic‘s departure for about an hour, while the drifting SS City of New York is brought under control.

After making it safely through the complex tides and channels of Southampton Water and the Solent, RMS Titanic heads out into the English Channel. She heads for the French port of Cherbourg, a journey of 77 nautical miles. The weather is windy, very fine but cold and overcast. Four hours after RMS Titanic leaves Southampton, she arrives at Cherbourg and is met by the tenders SS Traffic and the SS Nomadic which have to be used to transfer passengers from shore to ship because Cherbourg lacks docking facilities for a ship the size of RMS Titanic. An additional 274 passengers are taken aboard. Twenty-four passengers who have booked passage only cross-channel from Southampton leave aboard the tenders to be conveyed to shore. The process is completed in about 90 minutes. At 8:00 PM RMS Titanic weighs anchor and departs for Queenstown on the south coast of Ireland with arrival scheduled late the following morning.

(Pictured: RMS Titanic departing the Southampton docks on April 10, 1912)


by Leave a comment

Launch of the RMS Oceanic

RMS Oceanic, the White Star Line‘s first liner built by Harland and Wolff in Belfast, is launched on August 27, 1870, arriving in Liverpool, England for her maiden voyage on February 26, 1871.

Three sister ships are constructed in rapid succession: RMS Atlantic, SS Baltic, and SS Republic. All are of the same approximate dimensions with differences in tonnage.

Powered by a combination of steam and sail, RMS Oceanic has twelve boilers generating steam for a single four-cylinder compound steam engine. A single funnel exhausts smoke and four masts carry sails. The hull is constructed of iron and divided into eleven watertight compartments. Passenger accommodations are located on the two decks concealed within the hull. RMS Oceanic can carry 166 First Class passengers, referred to as Saloon Passengers in the day and 1,000 Steerage Passengers, along with a 143-man crew. White Star spares no expense in her construction, and the contemporary press describes the ship as an “imperial yacht.”

RMS Oceanic leaves Liverpool for her maiden voyage on March 2, 1871 carrying only 64 passengers, under Captain Sir Digby Murray. Not long after departing, she has to return because of overheated bearings. Her voyage restarts on March 16. From that point onward, RMS Oceanic is a success for The White Star Line.

In January, 1872, RMS Oceanic undergoes a refit, during which a large forecastle is added to help prevent the bow being inundated during high seas. Two new boilers are added to increase steam pressure and thus engine power, and the four masts are shortened.

RMS Oceanic continues sailing with the White Star line on the Liverpool to New York City route until March 11, 1875, when she is chartered to the Occidental & Oriental Steamship Company, for service between San Francisco, Yokohama and Hong Kong. White Star provides the officers, while the crew is Chinese. The ship itself remains in White Star colours, but flies the O&O flag. During the repositioning voyage from Liverpool to Hong Kong, RMS Oceanic sets a speed record for that route. Later, she also sets a speed record for Yokohama to San Francisco in December 1876, and then breaks her own record over that route in November, 1889, with a time of 13 days, 14 hours and 5 minutes.

On August 22, 1888, RMS Oceanic collides with the coastal liner SS City of Chester just outside the Golden Gate. The SS City of Chester sinks, killing 16 on board.

On January 7, 1890, Nellie Bly boards RMS Oceanic in Yokohama to cross the Pacific as part of her voyage Around the World in Seventy-Two Days. She arrives in San Francisco on January 21, 1890, which is a day behind schedule as a result of rough weather.

In 1895, RMS Oceanic is returned to White Star, which plans to put her back into service. She is sent back to Harland and Wolff for re-engining, but when the ship is inspected closely, it is found to be uneconomical to perform all the work needed. Instead, RMS Oceanic is sold for scrap, leaving Belfast for the last time on February 10, 1896, under tow, for a scrapyard on the River Thames.