RMS Lucania

File:Campania Lucania Engine by Fairfield.jpg

Lucania and Campania were partly financed by the Admiralty. The deal was that Cunard would receive money from the Government in return for constructing vessels to admiralty specifications and also on condition that the vessels go on the naval reserve list to serve as armed merchant cruisers when required by the government. The contracts were awarded to the Fairfield Shipbuilding and Engineering Company, which at the time was one of Britain's biggest producers of warships. Plans were soon drawn up for a large, twin-screw steamer powered by triple expansion engines, and construction began in 1891, just 43 days after Cunards' order.{{cite book|last=Warren|first=Mark|title=The Cunard Royal Mail Steamers Campania and Lucania|year=1993|publisher=Patrick Stephens Limited|isbn=1-85260-148-5|pages=xli}}{{rp|xli}}

Lucania and Campania had the largest triple-expansion engines ever fitted to a Cunard ship. These engines were also the largest in the world at the time, and still rank today amongst the largest of the type ever constructed. They represent the limits of development for this kind of technology, which was superseded a few years later by turbine technology. In height, the engines were 47 feet, reaching from the double-bottom floor of the engine room almost to the top of the superstructure – over five decks. Each engine had five cylinders. There were two high-pressure cylinders, each measuring {{convert|37|in|abbr=on}} in diameter; one intermediate-pressure cylinder measuring {{convert|79|in|abbr=on}} in diameter; and two low-pressure cylinders, each measuring {{convert|98|in|abbr=on}} in diameter. They operated with a stroke of {{convert|69|in|abbr=on}}. Steam was raised from 12 double-ended scotch boilers, each measuring {{convert|18|ft|abbr=on}} in diameter and having eight furnaces. There was also one single-ended boiler for auxiliary machinery and one, smaller, donkey boiler. Boiler pressure was 165 lb, and enabled the engines to produce {{convert|31000|IHP|abbr=on}}, which translated to an average speed of {{convert|22|kn|km/h}}, and a record speed of {{Frac|23|1|2}} knots.{{rp|xli-xlii}} Normal operating speed for the engines was about 79 rpm.

Each engine was located in a separate watertight engine compartment. In case of a hull breach in that area, only one engine room would then be flooded, and the ship would still have use of the adjacent engine. In addition to this Lucania had 16 transverse watertight compartments, with watertight doors that could be manually closed on command from the telegraph on the bridge. She could remain afloat with any two compartments flooded.{{rp|xli}}

File:Lucania Log Book.jpg

In their day, both ships offered the most luxurious first-class passenger accommodations available. According to maritime historian Basil Greenhill, in his book Merchant Steamships, the interiors of Campania and Lucania represented Victorian opulence at its peak – an expression of a highly confident and prosperous age that would never be quite repeated on any other ship.{{rp|39}} Greenhill remarked that later vessels' interiors degenerated into "grandiose vulgarity, the classical syntax debased to mere jargon".{{cite book|last=Greenhill|first=Basil|title=Merchant Steamships|year=1979|publisher=B.T. Batsford Limited|location=London}}{{rp|40}}

All the first-class public rooms, and the en-suite staterooms of the upper deck, were generally heavily panelled, in oak, satinwood or mahogany; and thickly carpeted. Velvet curtains hung aside the windows and portholes, while the furniture was richly upholstered in matching design. The "French Renaissance" style was applied to the forward first-class entrance hall, whilst the 1st class smoking room was in "Elizabethan style", comprising heavy oak panels surrounding the first open fireplace ever to be used aboard a passenger liner.

Perhaps the finest room in the vessels was the first class dining saloon, over {{convert|10|ft|m}} high and measuring {{convert|98|ft|m}} long by {{convert|63|ft|m}} wide. Over the central part of this room was a well that rose through three decks to a skylight. It was done in a style described as "modified Italian style", with a coffered ceiling in white and gold, supported by ionic pillars. The panelled walls were done in Spanish mahogany, inlaid with ivory and richly carved with pilasters and decorations.{{rp|xlii-xliii}}

File:Cunard Daily Bulletin.jpgOn 15 June 1901 Lucania became the first Cunard liner to be fitted with a Marconi wireless system. Cunard made a long trial of the installation, making their second installation to the RMS Campania on 21 September.{{cite book | last = Hancock| first = H.E.| title = Wirekess at Sea| publisher = Marconi International Marine Communication Company| year = 1950 | location = Chelmsford }}{{rp|30–31}} Shortly after these installations, the two ships made history by exchanging the first wireless transmitted ice bulletin.

In October 1903, Guglielmo Marconi chose Lucania to carry out further experiments in wireless telegraphy, and was able to stay in contact with radio stations in Nova Scotia and Poldhu.{{cite book|last=Kennedy|first=John|title=History of Steam Navigation|url=https://archive.org/details/historysteamnav00kenngoog|year=1903|publisher=Charles Birchall Limited|location=Liverpool}}{{rp|235}} Thus it became possible to transmit news to Lucania for the whole duration of the Atlantic crossing. On 10 October, Lucania made history again by publishing an onboard news-sheet based on information received by wireless telegraphy whilst at sea. The newspaper was called Cunard Daily Bulletin and quickly became a regular and successful publication.{{rp|41}} {{rp|235}}

File:Lucania at sea.jpg

Lucania and Campania served as Cunard's major passenger liners for 14 years, during which time both liners were superseded in speed and size by a succession of four-funnelled German liners, starting with the {{SS|Kaiser Wilhelm der Grosse}} in 1897. The German competition necessitated the construction of replacements for the two Cunarders, which came to fruition in 1907 with the appearance of the {{RMS|Lusitania}} and {{RMS|Mauretania|1906|6}}. It was soon decided that Lucania was no longer needed, and her last voyage was on 7 July 1909, after which she was laid up at the Huskisson Dock in Liverpool. On the evening of 14 August 1909, she was badly damaged by a fire and partially sank at her berth. Five days later she was sold for scrap and the contents of her interior auctioned.

Ships built at Govan

{{reflist}}

• [https://sanctaflora.files.wordpress.com/2010/02/cunard_line_liverpool_ny_boston1.jpg Cunard Line hall poster]
• [https://www.youtube.com/watch?v=dlEQbzdSQyo&ab_channel=Nineteenthcenturyvideos.Backtolife. Film footage of Lucania circa 1901.]
• Images of Lucania's First Class [https://www.reddit.com/r/OceanLinerArchitect/comments/qa0jdy/rms_campania_rms_lucania_firstclass_interiors/#lightbox 1] and [https://www.reddit.com/r/OceanLinerArchitect/comments/qa0of8/rms_campania_rms_lucania_firstclass_interiors/ 2]

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{{s-ttl|title=Blue Riband Eastbound record) |years=1894 – 1897}}

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{{s-ttl|title=Blue Riband (Westbound record)|years=1894 – 1898}}

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{{Largest passenger ships}}

{{Cunard ships}}

{{1909 shipwrecks}}

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Category:Ships built on the River Clyde

Category:Ships of the Cunard Line

Category:Blue Riband holders

Category:Passenger ships of the United Kingdom

Category:Ships built in Govan

Category:Steamships

Category:1893 ships

Category:Maritime incidents in 1909

Category:Ship fires

Category:Shipwrecks of the River Mersey