The Story of the Cunard Line - The Campania and Lucania
The motive equipment of the Campania is on a scale of completeness which corresponds with all her other arrangements. She has two sets of the most powerful triple-expansion steam engines ever constructed, which are housed in two separate engine-rooms on either side of a dividing center lined bulkhead, fitted with water-tight doors. Each set of engines has five cylinders, and are arranged to work on three cranks set at an angle of 120 degrees from each other.
The supplementary reversing engines are of the steam and hydraulic direct-acting type, and are fitted with automatic emergency gear. There are, besides, various auxiliary engines, and a most elaborate system of pumping machinery. The main engines are supplied with steam from twelve large double-ended boilers, and their horse power aggregates 30,000, which, with the ship's twin screws, is capable of giving an average speed of 22 knots per hour, which is equivalent to about -25 miles. As a matter of fact, the Campania and Lucania have done their 622 miles in 24 hours in good weather.
The Building of the Cunard Steamship Campania - The Vessel on the Stocks on the Banks of the Clyde.
Needless to say, the launchings of the Campania and Lucania were events of the greatest moment to modern naval architecture. The ceremonies were attended by probably the largest gatherings of shipbuilders, engineers and " men of light and leading " in the business world ever Assembled on such occasions. When on the stocks of the Fairfield Shipbuilding and Engineering Company, Limited, on the Clyde, the vessels were most imposing in the immensity of their symmetrical outline. The Lucania has a trifle the advantage of her sister vessel in the actual length of passage, and her fastest voyages have been : westward, 5 days 7 hours and 23 minutes ; and eastward, 5 days 8 hours and 38 minutes. Her best average westward speed is 21'81 knots per hour, and eastward 22'01 knots per hour.es, as the illustrations on pages 12, 14 and 16 sufficiently indicate.
The Cunarder Campania, Ready for Launching.
But even these splendid examples of modern ship craft do not represent finality. 'Since they were built there have been several important additions to the Cunard fleet. Of these the chief have been the Ultonia, Sylvania, Ivernia and Saxonia, the last two having been launched in 1900. The finishing touches are now being put to another, the Carpathia, a vessel of 12,000 tons, which has been built on the Tyne by Messrs. Swan & Hunter, Limited. The first four vessels are engaged in the Company's Boston service, sailing from Liverpool every Tuesday.
A glance at the vessels above-named shows that they are distinguished in several particulars. The Ultonia, for example, a twin-screw steamer of 8,814 tons, has very superior provision for third-class passengers —the only class she carries. The accommodation is placed amidships, and, besides cozy separate bed-chambers, which ensure great comfort and privacy, it includes a large dining room, a smoke room and a ladies' sitting room, while the whole of the upper deck is available as a promenade. The Sylvania, a twin-screw steamer of 5,598 tons, is used for cargo only.
The Cunard Steamships Ivernia and the Saxonia.
The Ivernia and Saxonia are splendid twin-screw ships, and the largest engaged in the Boston trade. They have, indeed, the largest tonnage capacity-14,270 tons — in the Cunard fleet. Their indicated horse power is 10,400, giving an average speed of 15'25 knots, and their remarkable steadiness makes seasickness practically impossible. They are so built, moreover, in view of the possibility of their being used as military transports, that they are capable of traveling at the speed mentioned for 12,000 miles without re-coaling. More than this, they could at the same time carry 200 officers, 3,500 men and 10,000 tons of stores, or 200 officers, 1,000 men, 1,000 horses and 10,000 tons of stores. In ordinary passenger service, 200 first, 220 second and about 1,900 third-class passengers could be carried.
The internal equipment is of the most complete modern description ; the saloons are unusually spacious and handsomely furnished and decorated, and the accommodation generally of a superior description. The illustrations given will serve to indicate much that the exigencies of space prevent being described.
Before leaving the vessels of the Cunard fleet, reference should be made to the excellent work they have done as transports during the recent war in South Africa. There have been no less than eight ships thus engaged, and they have carried 2,700 officers, 61,400 troops, 6,556 mules, etc. The Cunard Company also did good service in 1854 during the war with Russia, in 1861 when Canada was threatened with invasion, during the Boer war of 1879, and in the Egyptian war of 1882.
Tn 1885, when, war seeming imminent between Great Britain and Russia, the Umbria and Oregon were rapidly armed and equipped as cruisers. In the recent Boer war the Aurania, illustrated below, has had an exceptional record. She was first engaged in 1899, and has proved herself an ideal transport. She still continues in that capacity in the Government service.
The Cunarder Aurania as Transport Ship No. 20 During the Boer War.
These remarks bring the historical record of the Cunard Line up-to-date, but there are other considerations regarding the system of ocean travel in excelsis which is exemplified by the Cunard Company. The primary one of all is necessarily that of safety, and regard for this commences with the process of building. Every bit of material—bolt, rivet or plate, from top mast to keel--is tested before use, and rejected should the slightest flaw or deficiency be detected.
Before every voyage, every part of the ship, and every item in the equipment, from electric button to main boiler, is thoroughly examined. Every man employed on board a Cunarder, from the captain on the bridge to the fireman in the stoke hole, has his duties strictly defined, and is a member of some particular boat's crew.
Before sailing a muster roll is called, and, thereafter, a boat drill takes place, which is followed by a fire drill and a pump drill, so that in case of emergency every man "Lucania," knows his place and duty. The commanders, officers and engineers are each of them theoretically and practically competent, and are subject to definite and stringent rules which apply to almost every possible contingency.
Another factor, which no doubt contributes to the safety of travel on board the Cunarders is the defined sailing course which they, along with the other principal liners, follow in crossing the Atlantic.
The Story of the Cunard Line : Steamship Line History (1902)
- Part I: Introduction and Founders
- Part II: Britannia - Pioneer Transatlantic Vessel
- Part III: New Era in Shipping Trace - Port of Liverpool
- Part IV: The 1860's - Continuing the Tradition with the Russia and Setting Departure Dates
- Part V: The Introduction of First Class Accommodations on Steamships
- Part VI: The Campania and Lucania
- Part VII: Speed, Safety, Comfort and Luxury - Commissariat of a Great Ocean Liner
- Part VIII: The Story of the Cunard Line - Images of Accommodations on Board the Steamships of the Cunard Line
