RMS Ivernia (1899)

In the late 1890s Cunard had only a small number of vessels running on the transatlantic trade, with , Cephalonia and Pavonia operating the passenger service on the Boston route. These were introduced in the early 1880s and were around each. In 1893 Cunard had also introduced and as fast express liners between Liverpool and New York, with these winning the Blue Riband speed record, but this was later won by Kaiser Wilhelm der Grosse of the Norddeutscher Lloyd line in 1897. Cunard decided to follow White Star Line in producing smaller, more profitable liners of more moderate speed, oriented at the Liverpool–Boston service, to replace Catalonia, Cephalonia, and Pavonia. These were the Ivernia-class: Ivernia, Saxonia and the later, smaller Carpathia. These followed the smaller which was the first new liner on the route. ==Design and construction==

Conception to launch In 1898, the Cunard Line commissioned C. S. Swan & Hunter, based on the North bank of the River Tyne in Wallsend, to construct one of two new intermediate-sized liners intended to work the Liverpool-Boston route across the North Atlantic. She would target compared to Lucanias . Cunard produced a plan on 3 August 1898 at their Derby Road works in Liverpool to accompany a contract specification for Swan & Hunter, and this was reviewed by William Denton, director of the yard, three days later with some adjustments that led to the appearance of Ivernia diverging from that of her sister Saxonia. The design was of a vessel with passenger and cargo capacity over 8 decks. On 6 December 1898, the keel of Ivernia was laid in the west slipway of a large shed in the shipbuilder's East Yard. Alongside her were two other ships already under construction, the Ultonia and the smaller SS Idaho on the slipways to Ivernias east. All three slipways were equipped with electric overhead cranes, which were a new innovation in the shipbuilding industry. The halyard that would have originally been between these masts, allowing signal flags to be hoisted from the bridge, would have been moved lower on the second mast. lifeboats were given even numbers on the port side and odd numbers on the starboard side. They were numbered from 1 & 2 aft to 17 & 18 forward. Each boat was about long This meant Ivernia had space for about 1,050 people in her boats, less than half her maximum passenger capacity. Lifeboats 5 & 6 above the second class cabins at the rear of the bridge deck were used as emergency cutters. They were often left swung out during voyages to allow quick action in case of an incident like a man overboard. Power and propulsion The engines were designed and built by Wallsend Slipway & Engineering Company, neighbours of C. S. Swan & Hunter on Tyneside, and were quadruple-expansion engines. The designer was Andrew Laing, who also designed the triple-expansion engines that powered the RMS Lucania to capture the Blue Riband accolade for fastest average speed crossing the Atlantic in 1894. The quadruple-expansion design could output 12,000 indicated horsepower, with cylinders of 28, 41, 58.5, and 84 inches in diameter, from high to low pressure, and a common stroke of 54 inches. These were fed by nine single-ended scotch boilers in diameter and deep and equipped with the Howden forced draught system with air drawn into the furnaces with use of a fan. The two engines were connected by Armstrong Whitworth shafts to twin three-bladed manganese bronze propellers on a pair of steel bosses. Starting and reversing of the direction of the propeller shaft was conducted by a separate, small engine. An additional larger donkey boiler was situated behind the funnel across the Main and Upper decks to provide steam for deck machinery and other uses. The sister, named Saxonia, was launched on 16 December 1899, 87 days after the launch of Ivernia. By the time she launched, Saxonia was visually similar to Ivernia, but was no longer identical. She was also in length although three inches narrower at in breadth. The most visible difference between the sisters was Saxonia's raised navigating bridge, spanning her full width, rising one deck level above the bridge of Ivernia, and featuring more curves. Carpathia differed from both her sisters significantly, making her a half-sister. She was only in length between perpendiculars and in breadth, making her the smallest of the three. Her Bridge Deck was longer than the central superstructure of her older sisters at . She also had a shorter uppermost Boat Deck with no passenger facilities, where her sisters had Promenade Decks hosting first class passenger amenities, effectively making Carpathia one deck shorter and lowering the base of her funnel by about The navigating bridge of Carpathia resembled that of her yard-sister Ivernia, being straighter in shape and shorter than that of Saxonia. She had raised lifeboat platforms on her aft Shelter Deck, like Saxonia. She also had less powerful engines than her sisters with only seven to her sisters' nine boilers, smaller engine cylinders, and a lower top speed. ==Operational history==

Early history Ivernia arrived on the River Mersey on 27 March 1900, after a five-day journey from the Tyne, and her passengers complimented her stability in rough weather during her delivery voyage. Ivernia undertook her maiden transatlantic voyage on 14 April 1900 Two months later, Ivernia arrived from Boston on April 10, when the Cunard engineers at Liverpool had the opportunity to complete the fitting of the wireless apparatus. Ivernia sailed with a Marconi system installed and operational for the first time on 15 April 1902, with her first broadcast from 30 miles off shore reporting "All well" back to Liverpool. In 1909, sending a message to the United States from Ivernia would cost a passenger 8s. 4d. for a ten-word message, or 6s for 12 words to the UK. Daunt Rock incident Ivernia departed Boston on a routine voyage on 16 May 1911, under the command of Captain Thomas Potter, and was approaching Queenstown harbour on 24 May. Heavy fog closed in around noon, and she struck Daunt Rock only from the port. The forward hull of the ship was badly damaged in multiple places, but Ivernia successfully made it into the inner harbour while taking on water. All passengers were disembarked to Queenstown while Ivernia was at anchor in the Kinloch Channel, but as dusk approached and the forward holds continued to take on water, Captain Potter made the decision to have the ship towed to the mud banks near Corkbeg Island on the eastern side of the harbour. Divers assessed the damage, and powerful pumps brought aboard, but the water continued to slowly rise. The Admiralty tug Hellespont, as well as the tugs Flying Fox and Flying Sportsman of the Clyde Shipping Company, assisted with the tow. The Clyde company later secured £1,000 for the work, through the courts, from Cunard, who also made a voluntary award of £500 to the captain and crew of Hellespont. 728 passengers were on board at the time of the accident, and the crew were able to remain on board throughout the salvage process. An unnamed first-class passenger reported feeling the impact in the smoking room, and emerged onto the deck to see the Captain and officers calmly discussing the matter at the bridge. So calm was the atmosphere that lunch was still served, with an orchestra playing for entertainment. Nevertheless, it was apparent to the passenger that the ship was slowly sinking by the head. Lloyd's Register surveyor Herbert W Dove inspected the ship on 1 June, and reported flooding as high as the Main Deck and even the Shelter Deck at high water. Nearly a month after she struck the reef, Ivernia was successfully refloated on 23 June 1911, the pumps finally able to keep pace with incoming water enough to enable temporary repair. A Board of Trade Inquiry found that Captain Potter was responsible for the accident, finding him guilty of "navigating the vessel at too great a rate of speed in increasingly thick weather". They were satisfied that the course set for the vessel was appropriate, but that the compass was at fault for leading the ship toward Daunt Rock. The court decided Captain Potter's master's certificate did not need to be revoked, allowing him to continue captaining vessels, but he was "censured" and made to pay £50 () toward the cost of the inquiry. However, on 8 July an address was read out, signed by prominent figures from Cork and Queenstown, praising Captain Potter's success in handling the incident and his skill in sailing the stricken vessel to port, avoiding both loss of life and loss of the vessel herself. The still-damaged liner departed Queenstown for Liverpool under her own steam on 6 July, accompanied by tugs and salvage vessels from the Liverpool Salvage Association that had assisted in refloating her. Ivernia was placed in Brocklebank Graving Dock in Liverpool, and Cunard staff began refitting and furnishing the ship. The ship repairers, H & C Grayson Ltd, were assigned the task of repairing the structural damage. Ivernia returned to service on 17 October 1911, with much of her interior refitted, Mediterranean service From late 1911, Ivernia served on the route the Cunard Line had established from Fiume and Trieste to New York, carrying migrants from across the Mediterranean. During the winter months, she returned to the Liverpool to Boston service. In total, 14 voyages were made from New York to Trieste, with a trial run in 1911 followed by five summer voyages each in 1912 and 1913. Three more voyages took place in 1914, including one extended voyage that also visited Alexandria in Egypt in March 1914. The voyage towards New York City reached Gibraltar, a British port, on 5 August, by which point Britain had entered the war. Ivernia and 23 other steamers were held in Gibraltar while Cunard, the British Government, and other ship managers decided how to act. The situation in Gibraltar was tense, and Ivernia departed for the United States a few days later. The atmosphere on board prompted Captain H M Benison to post a notice to passengers on 14 August. The British authorities in Gibraltar had prevented Ivernia from taking on coal for fuel, instead reserving this for their naval vessels. This forced the Cunard liner to redirect from New York to Boston, a shorter voyage, to avoid running out of fuel. Ivernia then preceded around Cape Cod to New York City. The tall funnel of Ivernia was painted a 'naval gray' while at sea crossing the Atlantic, as well as her railings, in an attempt to resemble a German merchant vessel. Canadian troopship On 4 August 1914, following her arrival in North America, the Ivernia was hired by the British government. Initially she brought Canadian Soldiers to Europe. On her way to Canada on 15 September 1914 she again ran aground, this time in the St Lawrence River off Pointe-au-Père, Quebec, the site of the disastrous sinking of the RMS Empress of Ireland only a few months earlier. Ivernia was in convoy with her sister Saxonia at the time, which rendered assistance alongside a government steamer. Ivernia was refloated the same day and was reported undamaged. For this government contract Ivernia would pick up members of the Canadian First Contingent of soldiers trained at Valcartier alongside her running mates Saxonia, , and , and a number of other British and Canadian ocean liners. The ships of this convoy first travelled to Montreal, Quebec, to be fitted out for carrying troops. They then proceeded to Quebec City to embark soldiers from Valcartier. Finally, the 31 merchant vessels gathered in Gaspé Bay, to form three columns for their journey across the Atlantic. They were escorted across the open ocean by and , as well as the cruisers , , , and another of Ivernias Boston running-mates, , which had been converted into an armed merchant cruiser. The 12th Cruiser Squadron provided an additional escort during the crossing, with HMS Charybdis, , , and . The reinforcement was completed with the addition of . Finally, for the last stretch of the crossing, the battleship . British troopship Now known as HMT Ivernia, the liner began operating as a troopship in support of the Gallipoli campaign once she had offloaded her prisoners. The ship departed Devonport on 12 May 1915, carrying the Collingwood Battalion of the 63rd Royal Naval Division. She called at Gibraltar in 16 May, and Malta on 19 May, arriving at Lemnos on 22 May. Due to submarines in the Mediterranean Sea, Ivernia ran with no lights at night. The soldiers on this voyage would go on to fight in the Third Battle of Krithia. In autumn of 1916, William Thomas Turner (made famous for being the captain of at the time of her sinking) had taken command of Ivernia from Arthur Rostron (made famous himself for being the captain of the RMS Carpathia during the rescue of the survivors of the Titanic). Sinking On 1 January 1917, the Ivernia was carrying some 2,400 British troops from Marseille to Alexandria, when at 10:12am she was torpedoed by the German submarine UB-47 58 miles south-east of Cape Matapan in Greece, in the Kythira Strait. The ship went down fairly quickly with a loss of 36 crew members and 84 troops. Captain Turner, who had been criticised for not going down with the Lusitania (even though he had believed he was the last person on board), remained on the bridge until all aboard had departed in lifeboats and rafts "before striking out to swim as the vessel went down under his feet." rescued a number of survivors and armed trawlers towed the bulk, who had taken to lifeboats, to Suda Bay in Crete. ==Legacy==

Ivernia made a fictional appearance near the end of the Arthur Conan Doyle novel The Lost World, published in 1912. In the story, the explorers sail on Ivernia for their return to England. Cunard later resurrected the Ivernia name, launching a second RMS Ivernia in 1954. She followed a sister, a second RMS Saxonia, launched earlier in 1954, echoing the two sisters from 1899. The 1954 Ivernia was renamed Franconia in 1963, prior to the third Ivernia, built for Cunard's North Atlantic cargo service in 1964. Ivernia Road in Walton in Liverpool still bears the name of the vessel. Neighbouring streets include Saxonia Road, Lusitania Road, and Mauretania Road, after the Cunard fleetmates of Ivernia. The wreck of Ivernia lies off the coast of the Greek island of Antikythera. ==See also==