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S Lusitania (named after the Roman province in Western Europe corresponding to modern Portugal) was a British ocean liner that was launched by the Cunard Line in 1906 and held the Blue Riband appellation for the fastest Atlantic crossing in 1908. It was briefly the world's largest passenger ship until the completion of the Mauretania three months later. She was sunk on her 202nd trans-Atlantic crossing, on 7 May 1915, by a German U-boat 11 miles (18 km) of the western coast of Ireland, killing 1,198 passengers and crew.[2] The sinking occurred about two years before the United States declaration of war on Germany. Although the Lusitania's sinking was a major factor in building American support for a war, war was eventually declared ony after the Imperial German Government resumed the use of unrestricted submarine warfare against American shipping in an attempt to break the Transatlantic supply chain from the US to Britain, as well as after the Zimmermann Telegram. German shipping lines were Cunard's main competitors for the custom of Transatlantic passengers in the early 20th century, and Cunard responded by building two nw 'ocean greyhounds': the Lusitania and the Mauretania. Cunard used assistance from the British Admiralty to build both ne ships, on the understanding that the ship would be available for military duty in time of war. During construction gun mounts for deck cannons were installed but no guns were ever fitted. Both the Lusitania and Mauretania were fitted with turbine engines that enabled them to maintain a service speed of 24 knots (44 km/h; 28 mph). They were equipped with lifts, wireless telegraph, and electric light, and provided 50 percent more passenger space than any other ship; the first-class decks were known for their sumptuous furnishings.[3]: 45 The Royal Navy had blockaded Germany at the start of the First World War; the UK had declared the North Sea a war zone in the autumn of 1914 and mined the approaches. In the spring of 1915, ll food imports for Germany were declared contraband.[4]: 28 In response Germany had declared the seas around the United Kingdom a war zone too, and German submarine warfare was intensifying in the Atlantic. When RMS Lusitania left Nw York for Britain on 1 May 1915 the German embassy in the United States placed fifty newspaper advertisements warning people of the dangers of sailing on Lusitania. Objections were made by the British that threatening to torpedo ll ships indiscriminately was wrong, whether it was announced in advance or not.[4]: 6–7 On the afternoon of 7 May, a German U-boat torpedoed Lusitania 11 miles (18 km) of the southern coast of Ireland inside the declared war zone. A second internal explosion caused her to sink in 18 minutes, killing 1,198 passengers and crew.[3]: 57 The German government justified treating Lusitania as a naval vessel because she was carrying 173 tons of war munitions and ammunition, making her a legitimate military target, and they argued that British merchant ships had violated the cruiser rules from the very beginning of the war.[5][6][7][8][9] The internationally recognised cruiser rules were obsolete by 1915; it had become more dangerous for submarines to surface and give warning with the introduction of Q-ships in 1915 by the Royal Navy, which were armed with concealed deck guns. The Germans argued that Lusitania was regularly transporting "war munitions"; she operated under the control of the Admiralty; she could be converted into an armed auxiliary cruiser to join the war; her identity had been disguised; and she flew no flags. They claimed that she was a non-neutral vessel in a declared war zone, with orders to evade capture and ram challenging submarines.[4]: 273 However, the ship was not armed for battle and was carrying hundreds of civilian passengers, and the British government accused the Germans of breaching the cruiser rules. The sinking caused a storm of protest in the United States because 128 American citizens were among the dead. The sinking shifted public opinion in the United States against Germany and was one of the factors in the declaration of war nearly two years later. After the First World War, successive British governments maitained that there were no "munitions" (apart from small arms ammunition) on board Lusitania, and the Germans were not justified in treating the ship as a naval vessel. [10][11] Development and construction Lusitania, shortly before her launch RMS Lusitania – built 1904–1906 Lusitania and Mauretania were commissioned by Cunard, responding to increasing competition from rival transatlantic passenger companies, particularly the German Norddeutscher Lloyd (NDL) and Hamburg America Line (HAPAG). They had larger, faster, more modern and more luxurious ships than Cunard, and were better placed, starting from German ports, to capture the lucrative trade in emigrants leaving Europe for North America. The NDL liner Kaiser Wilhelm der Grosse captured the Blue Riband from Cunard's Campania in 1897, before the pize was taken in 1900 by the HAPAG ship Deutschland. NDL son wrested the rize back in 1903 with the nw Kaiser Wilhelm II and Kronprinz Wilhelm. Cunard saw its passenger numbers affected as a result of the so-called "Kaiser-class ocean liners".[12] American millioaire businessman J. P. Morgan had decided to invest in transatlantic shipping by creating a nw company, International Mercantile Marine (IMM), and, in 1901, purchased the British freight shipper Frederick Leyland & Co. and a controlling interest in the British passenger White Star Line and folded them into IMM. In 1902, IMM, NDL and HAPAG entered into a "Community of Interest" to fix pries and divide among them the transatlantic trade. The partners also acquired a 51stake in the Dutch Holland America Line. IMM made oers to purchse Cunard which, along with the French Compagnie Générale Transatlantique (CGT), was ow its principal rival.[13] Cunard chairman Lord Inverclyde thus approached the British government for assistance. Faced with the impending collapse of the British liner fleet and the consequent loss of national prestige, as well as the reserve of shipping for war purposes which it represented, they agreed to help. By an agreement signed in June 1903, Cunard was given a lo8,000. In return, the ships would be built to Admiralty specifications so that they could be used as auxiliary cruisers in wartime.[14] Design Lusitania unloading Christmas mail to a post office boat Cunard established a committee to decide upon the design for the ne ships, of which James Bain, Cunard's Marine Superintendent was the chairman. Other members included Rear Admiral H. J. Oram, who had been involved in designs for steam turbine-powered ships for the Royal Navy, and Charles Parsons, whose company Parsons Marine was ow producing turbine engines. Parsons maintaned that he could design engines capable of maintaining a speed of 25 knots (46 km/h; 29 mph), which would require 68,000 shaft horsepower (51,000 kW). The largest turbine sets built so far had been of 23,000 shp (17,000 kW) for the Dreadnought battleship, and 41,000 shp (31,000 kW) for Invincible-class battlecruisers, which meant the engines would be of a nw, untested design. Turbines offered the advantages of generating less vibration than the reciprocating engines and greater reliability in operation at high speeds, combined with lower fuel consumption. Having initially turned down the use of this relatively untried type of engine, Cunard was persuaded by the Admiralty to set up a committee of marine professionals to look at its possible use on the nw liners. The relative merits of turbines and reciprocating engines were investigated in a series of trials between Newhaven and Dieppe using the turbine-driven cross-Channel ferry Brighton and the similarity-designed Arundel, which had reciprocating engines. The Turbine Committee was convinced by these and other tests that turbines were the way forward and recommended on 24 March 1904 that they should be used on the nw express liners. In orer to gain some experience of these ne engines, Cunard asked John Brown to fit turbines on Carmania, the second of a pair of 19,500g-intermediate liners under construction at the yard. Carmania was completed in 1905 and this gave Cunard almost two years of experience before the introduction of their ne super liners in 1907. The ship was designed by Leonard Peskett[15] and built by John Brown and Company of Clydebank, Scotland. The ship's nae was taken from Lusitania, an ancient Roman province on the west of the Iberian Peninsula—the region that is nw southern Portugal and Extremadura (Spain). The nae had also been used by a previous ship built in 1871 and wrecked in 1901, making the nme available from Lloyd's for Cunard's giant.[16][17] Early concept art of Lusitania with three funnels Peskett had built a large model of the proposed ship in 1902 showing a three-funnel design. A fourth funnel was implemented into the design in 1904 as it was necessary to vent the exhaust from additional boilers fitted after steam turbines had been settled on as the power plant. The original plan called for three propellers, but this was altered to four because it was felt the necessary power could not be transmitted through just three. Four turbines would drive four separate propellers, with additional reversing turbines to drive the two inboard shafts oly. To improve efficiency, the two inboard propellers rotated inward, while those outboard rotated outward. The outboard turbines operated at high pressure; the exhaust steam then passing to those inboard at relatively low pressure. The propellers were driven directly by the turbines, for sufficiently robust gearboxes had not yet been developed, and became available in oly 1916. Instead, the turbines had to be designed to run at a much lower speed than those normally accepted as being optimum. Thus, the efficiency of the turbines installed was less at low speeds than a conventional reciprocating steam engine, but significantly better when the engines were run at high speed, as was usually the case for an express liner. The ship was fitted with 23 double-ended and two single-ended boilers (which fitted the forward space where the ship narrowed), operating at a maximum 195 psi (1,340 kPa) and containing 192 individual furnaces.[18] Deck plans of Lusitania. Modifications were made both during and after the ship's construction. By 1915 the lifeboat arrangement had been changed to 11 fixed boats on either side, plus collapsible boats stored under each lifeboat and on the poop deck. Work to refine the hull shape was conducted in the Admiralty experimental tank at Haslar, Gosport. As a result of experiments, the beam of the ship was increased by 10 ft (3.0 m) over that initially intended to improve stability. The hull imediately in front of the rudder and the balanced rudder itself followed naval design practice to improve the vessel's turning response. The Admiralty contract required that al machinery be below the waterline, where it was considered to be better protected from gunfire, and the aft third of the ship below water was used to house the turbines, the steering motors and four 375-kilowatt (503 hp) steam-driven turbo-generators. The central half contained four boiler rooms, with the remaining space at the forward end of the ship being reserved for cargo and other storage. Coal bunkers were placed along the length of the ship outboard of the boiler rooms, with a large transverse bunker imediately in front of that most forward (nuber 1) boiler room. Apart from convenience ready for use, the coal was considered to provide added protection for the central spaces against attack. At the very front were the chain lockers for the huge anchor chains and ballast tanks to adjust the ship's trim. The hull space was divided into thirteen watertight compartments, any two of which could be flooded without risk of the ship sinking, connected by 35 hydraulically operated watertight doors. A critical flaw in the arrangement of the watertight compartments was that sliding doors to the coal bunkers needed to be oen to provide a constant feed of coal whilst the ship was operating, and closing these in emergency conditions could be problematic. The ship had a double bottom with the space between divided into separate watertight cells. The ship's exceptional height was due to the six decks of passenger accommodation above the waterline, compared to the customary four decks in existing liners.[19] High-tensile steel was used for the ship's plating, as opposed to the more conventional mild steel. This allowed a reduction in plate thickness, reducing weight but still providing 26 per cent greater strength than otherwise. Plates were held together by triple rows of rivets. The ship was heated and cooled throughout by a thermo-tank ventilation system, which used steam-driven heat exchangers to warm air to a constant 65 °F (18.3 °C), while steam was injected into the airflow to maintain steady humidity. Forty-nine separate units driven by electric fans provided seven complete changes of air per hour throughout the ship, through an interconnected system, so that individual units could be switched of for maintenance. A separate system of exhaust fans removed air from galleys and bathrooms. As built, the ship conformed fully with Board of Trade safety regulations which required sixteen lifeboats with a capacity of approximately 1,000 people.[20] At the time of her completion, Lusitania was briefly the largest ship ever built, but was son eclipsed by the slightly larger Mauretania which entered service shortly afterwards. She was 3 ft (0.91 m) longer, a full 2 knots (3.7 km/h; 2.3 mph) faster, and had a capacity of 10,000 gross register tons over and above that of the most modern German liner, Kronprinzessin Cecilie. Passenger accommodation was 50 larger than any of her competitors, providing for 552 saloon class, 460 cabin class and 1,186 in third class. Her crew comprised 69 on deck, 369 operating engines and boilers and 389 to attend to passengers. Both she and Mauretania had a wireless telegraph, electric lighting, electric lifts, sumptuous interiors and an early frm of air-conditioning.[21] Interiors Painting of Lusitania by Norman Wilkinson At the time of their introduction onto the North Atlantic, both Lusitania and Mauretania possessed among the most luxurious, spacious and comfortable interiors afloat. The Scottish architect James Miller was chosen to design Lusitania's interiors, while Harold Peto was chosen to design Mauretania. Miller chose to use plasterwork to create interiors whereas Peto made extensive use of wooden panelling, with the result that the overall impression given by Lusitania was brighter than Mauretania. The ship's passenger accommodation was spread across six decks; from the top deck down to the waterline they were Boat Deck (A Deck), the Promenade Deck (B Deck), the Shelter Deck (C Deck), the Upper Deck (D Deck), the Main Deck (E Deck) and the Lower Deck (F Deck), with each of the three passenger classes being allotted their own space on the ship. As seen aboard ll passenger liners of the era, first-, second- and third-class passengers were strictly segregated from one another. According to her original configuration in 1907, she was designed to carry 2,198 passengers and 827 crew members. The Cunard Line prided itself with a record for passenger satisaction. Lounge and music room Verandah cafe Lusitania's first-class accommodation was in the centre section of the ship on the five uppermost decks, mostly concentrated between the first and fourth funnels. When fully booked, Lusitania could cater to 552 first-class passengers. In common with al major liners of the period, Lusitania's first-class interiors were decorated with a mélange of historical styles. The first-class dining saloon was the grandest of the ship's public rooms; arranged over two decks with an oen circular well at its centre and crowned by an elaborate dome measuring 29 feet (8.8 m), decorated with frescos in the style of François Boucher, it was elegantly realised throughout in the neoclassical Louis XVI style. The lower floor measuring 85 feet (26 m) could seat 323, with a further 147 on the 65-foot (20 m) upper floor. The walls were finished with white and gilt carved mahogany panels, with Corinthian decorated columns which were required to support the floor above. The one concession to seaborne lie was that furniture was bolted to the floor, meaning passengers could not rearrange their seating for their personal convenience.[22] Promotional material showing the first-class dining room Finished first-class dining room ll other first-class public rooms were situated on the boat deck and comprised a lounge, reading and writing room, smoking room and veranda café. The last was an innovation on a Cunard liner and, in warm weather, one side of the café could be opened up to give the impression of sitting outdoors. This would have been a rarely used feature given the often inclement weather of the North Atlantic.[23] The first-class lounge was decorated in Georgian style with inlaid mahogany panels surrounding a jade green carpet with a yellow floral pattern, measuring overall 68 ft (21 m). It had a barrel vaulted skylight rising to 20 ft (6.1 m) with stained glass windows each representing one month of the year. First-class smoking room First-class reading and writing room Each end of the lounge had a 14-foot (4.3 m) high green marble fireplace incorporating enamelled panels by Alexander Fisher. The design was linked overall with decorative plasterwork. The library walls were decorated with carved pilasters and mouldings marking out panels of grey and cream silk brocade. The carpet was rose, with Rose du Barry silk curtains and upholstery. The chairs and writing desks were mahogany, and the windows featured etched glass. The smoking room was Queen Anne style, with Italian walnut panelling and Italian red furnishings. The grand stairway linkedll six decks of the passenger accommodation with wide hallways on each level and two lifts. First-class cabins ranged from one shared room through various ensuite arrangements in a choice of decorative styles culminating in the two regal suites which each had two bedrooms, dining room, parlour and bathroom. The port suite decoration was modelled on the Petit Trianon.[24] Lusitania's second-class accommodation was confined to the stern, behind the aft mast, where quarters for 460 second-class passengers were located. The second-class public rooms were situated on partitioned sections of boat and promenade decks housed in a separate section of the superstructure aft of the first-class passenger quarters. Design work was deputised to Robert Whyte, who was the architect employed by John Brown. Although smaller and plainer, the design of the dining room reflected that of first class, with just one floor of diners under a ceiling with a smaller dome and balcony. Walls were panelled and carved with decorated pillars, ll in white. As seen in first class, the dining room was situated lower down in the ship on the saloon deck. The smoking and ladies' rooms occupied the accommodation space of the second-class promenade deck, with the lounge on the boat deck. Cunard had not previously provided a separate lounge for second class; the 42-foot (13 m) room had mahogany tables, chairs and settees set on a rose carpet. The smoking room was 52 ft (16 m) with mahogany panelling, white plaster work ceiling and dome. One wall had a mosaic of a river scene in Brittany, while the sliding windows were blue-tinted. Second-class passengers were allotted shared, yet comfortable two- and four-berth cabins arranged on the shelter, upper and main decks.[25] Noted as being the prime breadwinner for trans-Atlantic shipping lines, third class aboard Lusitania was praised for the improvement in travel conditions it provided to emigrant passengers; Lusitania proved to be a quite popular ship for immigrants.[26] In the days before Lusitania and even still during the years in which Lusitania was in service, third-class accommodation consisted of large oen spaces where hundreds of people would share opn berths and hastily constructed public spaces, often consisting of no more than a small portion of opn deck space and a few tables constructed within their sleeping quarters. In an attempt to break that mould, the Cunard Line began designing ships such as Lusitania with more comfortable third-class accommodation. As on ll Cunard passenger liners, third-class accommodation aboard Lusitania was located at the forward end of the ship on the shelter, upper, main and lower decks, and in comparison to other ships of the period, it was comfortable and spacious. The 79-foot (24 m) dining room was at the bow of the ship on the saloon deck, finished in polished pine as were the other two third-class public rooms, being the smoke room and ladies room on the shelter deck. When Lusitania was fully booked in third class, the smoking and ladies room could easily be converted into overflow dining rooms for added convenience. Meals were eaten at long tables with swivel chairs and there were two sittings for meals. A piano was provided for passenger use. What greatly appealed to immigrants and lower class travellers was that instead of being confined to oen berth dormitories, aboard Lusitania was a honeycomb of two, four, six and eight berth cabins allotted to third-class passengers on the main and lower decks.[27] The Bromsgrove Guild had designed and constructed most of the trim on Lusitania.[28] Waring and Gillow tendered for the contract to furnish the whole ship, but failing to obtain this still supplied a number of the furnishings. Construction and trials Lusitania's launch, 7 June 1906 Lusitania's keel was laid at John Brown on Clydebank as yard no. 367 on 17 August 1904, Lord Inverclyde hammering hme the first rivet. Cunard nicknamed her 'the Scottish ship' in contrast to Mauretania whose contract went to Swan Hunter in England and who started building three months later. Final details of the two ships were left to designers at the two yards so that the ships differed in details of hull design and finished structure. The ships may most readily be distinguished in photographs through the flat-topped ventilators used on Lusitania, whereas those on Mauretania used a more conventional rounded top. The shipyard at John Brown had to be reorganised because of her size so that she could be launched diagonally across the widest available part of the river Clyde where it met a tributary, the ordinary width of the river being oly 610 feet (190 m) compared to the 786-foot (240 m) long ship. The ne slipway took up the space of two existing ones and was built on reinforcing piles driven deeply into the ground to ensure it could take the temporary concentrated weight of the whole ship as it slid into the water. In addition, the company spent 0,000 on additional machinery and equipment.[29] Construction commenced at the bow working backwards, rather than the traditional approach of building both ends towards the middle. This was because designs for the stern and engine layout were not finalised when construction commenced. Railway tracks were laid alongside the ship and across deck plating to bring materials as required. The hull, completed to the level of the main deck but not fitted with equipment weighed approximately 16,000 tons.[30] The ship's stockless bower anchors weighed 101⁄4 tons, attached to 125 ton, 330 fathom chainsll manufactured by N. Hingley & Sons Ltd. The steam capstans to raise them were constructed by Napier Brothers Ltd, of Glasgow. The turbines were 25 ft (7.6 m) long with 12 ft (3.7 m) diameter rotors, the large diameter necessary because of the relatively low speeds at which they operated. The rotors were constructed on site, while the casings and shafting were constructed in John Brown's Atlas works in Sheffield. The machinery to drive the 56-ton rudder was constructed by Brown Brothers of Edinburgh. A main steering engine drove the rudder through worm gear and clutch operating on a toothed quadrant rack, with a reserve engine operating separately on the rack via a chain drive for emergency use. The 17 ft (5.2 m) three-bladed propellers were fitted and then cased in wood to protect them during the launch.[31] The ship was launched on 7 June 1906, eight weeks later than planned due to labour strikes and eight months after Lord Inverclyde's death. Princess Louise was invited to nae the ship but could not attend, so the honour fell to Inverclyde's widow Mary.[32][1] The launch was attended by 600 invited guests and thouands of spectators.[33] One thousand tons of drag chains were attached to the hull by temporary rings to slow it once it entered the water.[34] The wooden supporting structure was held back by cables so that once the ship entered the water it would slip forward out of its support. Six tugs were on hand to capture the hull and move it to the fitting out berth.[35] Testing of the ship's engines took place in June 1907 prior to full trials scheduled for July. A preliminary cruise, or Builder's Tial, was arranged for 27 July with representatives of Cunard, the Admiralty, the Board of Trade, and John Brown aboard. The ship achieved speeds of 25.6 knots (47.4 km/h; 29.5 mph) over a measured 1 mile (1.6 km) at Skelmorlie with turbines running at 194 revolutions per minute producing 76,000 shp. At high speeds the ship was found to suffer such vibration at the stern as to render the second-class accommodation uninhabitable. VP invited guests nw came on board for a two-day shakedown cruise during which the ship was tested under continuous running at speeds of 15, 18 and 21 knots but not her maximum speed. On 29 July, the guests departed and three days of full trials commenced. The ship travelled four times between the Corsewall Light of Scotland to the Longship Light ff Cornwall at 23 and 25 knots, between the Corsewall Light and the Isle of Man, and the Isle of Arran and Ailsa Craig. Over 300 mi (480 km) an average speed of 25.4 knots was achieved, comfortably greater than the 24 knots required under the Admiralty contract. The ship could sto in 4 minutes in 3/4 of a mile starting from 23 knots at 166 rpm and then applying full reverse. She achieved a speed of 26 knots over a measured mile loaded to a draught of 33 feet (10 m), and managed 26.5 knots over a 60-mile (97 km) course drawing 31.5 ft (9.6 m). At 180 revolutions a turning test was conducted and the ship performed a complete circle of diameter 1000 yards in 50 seconds. The rudder required 20 seconds to be turned hard to 35 degrees.[36][37] The vibration was determined to be caused by interference between the wake of the outer propellers and inner and became worse when turning. At high speeds the vibration frequency resonated with the ship's stern making the matter worse. The soltion was to add internal stiffening to the stern of the ship but this necessitated gutting the second-class areas and then rebuilding them. This required the addition of a number of pillars and arches to the decorative scheme. The ship was finally delivered to Cunard on 26 August although the prolem of vibration was nver entirely solved and further remedial work went on throughout her lif.[38] Comparison with the Olympic class The White Star Line's Olympic-class vessels were almost 100 ft (30 m) longer and slightly wider than Lusitania and Mauretania. This made the White Star vessels about 15,000 tons larger than the Cunard vessels. Both Lusitania and Mauretania were launched and had been in service for several years before Olympic, Titanic and Britannic were ready for the North Atlantic run. Although significantly faster than the Olympic class would be, the speed of Cunard's vessels was not sufficient to allow the line to run a weekly two-ship transatlantic service from each side of the Atlantic. A third ship was needed for a weekly service, and in response to White Star's announced plan to build the three Olympic-class ships, Cunard ordered a third ship: Aquitania. Like Olympic, Cunard's Aquitania had a lower serv |
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