This ship was designed by the late Dr. Francis Elgar and was constructed by the Fairfield Shipbuilding and Engineering Company, at Govan, in 1906, under Board of Trade and Lloyds Survey, to class star 100 A1 at Lloyds.
She was of shelter deck type, having a straight stem and elliptical stern. Her length between perpendiculars was 550 feet, breadth moulded 65� feet, and depth moulded to upper deck amidships, 40 feet.
Her official number was 123972, gross tonnage 14,191, and net tonnage, 8,028.
Four complete steel decks, viz.: shelter deck, upper deck, main deck and lower deck, ran from stem to stern, the minimum heights of the first three above the designed load line (27� feet from underside of keel) being 21, 13 and 5 feet respectively, whilst the lower deck amidships was 3 feet below that line. A steel orlop deck was fitted before and abaft the machinery spaces, 8 feet below the lower deck, whilst 8� feet above the shelter deck, a lower promenade deck extended for a length of about 390 feet, practically from the stern, and a forecastle of the same height extended over a length of 84 feet. Above the lower promenade deck, an upper promenade deck and a boat deck were fitted for nearly one-half the length of the vessel amidships; the upper promenade deck was 8 feet above the lower promenade deck, and the boat deck was 45� feet above the designed water line.
The transverse watertight bulkheads were 10 in number, and terminated in each case at the upper deck. They were numbered 1 to 10 from the bow, the collision bulkhead being the first named. No. 1 bulkhead, 34� feet from the bow, was stepped forward at the lower deck for a length of 9 feet, and a continuation of the forward part of this bulkhead downwards, formed the forward bulkhead of chain locker. No. 2 bulkhead was situated 40� feet abaft No. 1; No. 3 was 49� feet abaft No. 2; No. 4 was 51� feet abaft No. 3, and formed the forward limit of the machinery spaces, being on the forward side of the cross coal bunker at the fore end of the forward boiler room.
No. 5 bulkhead was situated at the after end of the forward boiler room, 87� feet abaft No. 4. It had cross coal bunkers on both its forward and after sides. It was stepped forward at the main deck for a distance of about 25 feet, forming a watertight flat at the main deck, and was then carried up to the upper deck. A watertight passage was constructed amidships on the after side of this bulkhead at the boiler room floor level, and a watertight door was fitted at its after end for access between the forward and after boiler rooms. This passage extended dust-tight through the cross coal bunkers on the forward side of this bulkhead. A partly watertight and partly dust-tight steam pipe passage was also fitted amidships in the bunkers above the communication passage just named. No. 6 bulkhead was situated 87� feet abaft No. 5 and formed the after end of the after boiler room, separating this space from the engine room; it had a cross coal bunker on its fore side. A watertight recess 11 feet wide extended forward under the lower deck for a distance of 4 feet 6 inches, and this recess contained the watertight door providing access from the engine room to the after boiler room, a dust-tight passage being fitted on the fore side of this door through the cross coal bunker. It also had a watertight pocket or recess on the starboard side above the main deck, extending back to the engineer's gangway at ship's side and fitted with a watertight door at its after end. No. 7 bulkhead was fitted at the after end of the engine room 69� feet abaft No. 6, and was stepped forward horizontally at the orlop deck for a distance of 18 feet, being then carried vertically to the upper deck.
No. 8 bulkhead was situated 22� feet abaft No. 7. It was recessed aft one frame space in the centre portion of the ship below the orlop deck, the remaining portion of the bulkhead extending vertically from keel to upper deck. No. 9 bulkhead was 40� feet abaft No. 8, and formed the after limit of the cellular double bottom.
No. 10 bulkhead was 33� feet aft of No. 9, and 31� feet forward of stern. It was stepped aft for a distance of 20 feet at the lower deck, and then extended vertically to the upper deck.
The watertight bulkheads were constructed in accordance with the recommendations of the Board of Trade Bulkhead Committee of 1891, the specification to which the vessel was built being based on these requirements as regards watertight subdivision, and the vessel was so built.
The bulkheads were so placed that any two adjacent compartments might be flooded when floating at a mean draught of 27� feet, without sinking the ship below the margin-of-safety line drawn below the upper deck, in accordance with the recommendations of the above-mentioned committee.
A number of watertight doors, 24 in all - were fitted in these bulkheads as detailed below, those on the lower and main decks being of the horizontal-sliding type worked by rack and pinion; two in the holds were of the vertical sliding and the others were of the horizontal-sliding type.
POSITION AND DESCRIPTION OF WATERTIGHT DOORS.
| - | In Hold. | Orlop Deck. | Lower Deck. | Main Deck. |
| No. 1 bulkhead | Nil. | Nil. | Nil. | Nil. |
| No. 2 " | Nil. | Nil. | Nil. | Nil. |
| No. 3 " | Nil. | Nil. | Nil. | 2 (H.S)" st. and port 6'6"x3' in passages. |
| No. 4 " | Nil. | Nil. | 1 (H. S.) 6' x 3'. | 2 (H.S)" st. and port 6' 6" x 3' in passages. |
| No. 5 " | 1 (V.S.) 5' 6" x 2' pass, between boiler room on centre line. | Nil. | 2 (H.S.) 6' x 3' star and port in coal bunkers. | 2 (H.S.) 6' 6" x 3' star, and port side of uptake casing in passages. |
| No. 6 " | 1 (V.S.) 5' 6" x 2' aft end of passage to engine room on centre line. | Nil. | 2 (H.S.) 6' x 3' star and port in coal bunkers. | 1 (H.S.) 6' 6" x 3' star, bulkhead pocketed aft to gangway port above coal bunker. |
| No. 7 " | Nil. | 1 (H.S.) 5' x 2' 1". | Nil. | 2 (H.S.) 6' 6" x 3' star, and port in passageways inside cabins. |
| No. 8 " | 2 (H.S.) 5' x 2' 1" leading to shaft tunnels. | Nil. | Nil. | 2 (H.S.) 6' 6" x 3' star, and port in passageways. |
| No. 9 " | Nil. | Nil. | Nil. | 2 (H.S.) 6' 6" x 3' star. and port in passageways between cargo hold trunk and cabins. |
| No. 10 " | Nil. | 1 (H.S.) 4' x 2' fore end steering compartment. | Nil. | Nil. |
All the gearing for working these doors was carried to the upper deck level, and each door was worked by hand power, a handle or key being provided adjacent to the working position. All the doors were fitted with sill plates.
A cellular double bottom was worked between bulkheads X and 9, 4 feet 6 inches in depth and 47 feet in breadth at its widest part; its total capacity was 1,522 tons of water.
The appropriation of spaces below the upper deck was as follows: -
APPROPRIATION.
SPACES.
Forward of No. 1 or collision bulkhead.
Trimming tank to orlop deck, chain locker to lower deck and store rooms elsewhere.
Between bulkheads Nos. 1 and 2.
Cargo to lower deck. Space above, up to upper deck available for either steerage passengers or cargo.
Between bulkheads Nos. 2 and 3.
Cargo to lower deck; steerage passengers to main deck; 3rd class passengers above main deck.
Between bulkheads Nos. 3 and 4.
Deep tanks for stowage of cargo or for water ballast up to lower deck; and 3rd class accommodation above that deck.
Between bulkheads Nos. 4 and 5.
Forward boiler room (to main deck) containing 3 double-ended boilers forward and one single-ended boiler aft; a coal cross-block was worked at each end, with side bunkers. The bunker bulkheads throughout were not water tight. These bunkers are subdivided by a non watertight flat at the height of the lower deck, so that the upper or reserve bunkers may be utilized when required for the carriage of cargo. The forward cross block below lower deck level is subdivided at the middle line of ship by a longitudinal bulkhead pierced by two manholes, each 3 feet deep and 1� feet wide, whilst the after block was subdivided at its lower portion by the practically watertight sides of a middle line passage way communicating with the after boiler room. Above this passage way, and immediately below the lower deck, a similar passage for steam pipes was fitted, the two passages being connected by a middle line partition containing manholes. The total depth of the passageways was about fifteen feet.
Above the main deck there was accommodation for third class passengers.
Between bulkheads Nos. 5 and 6.
After boiler room (to main deck), containing three double-ended boilers aft and two single-ended boilers forward with uptakes leading to after funnel, and having a cross block at each end, with side bunkers. As in the forward boiler room a non-watertight flat was worked at the height of the lower deck, and for the same purpose. The forward cross-block was subdivided amidships by passages and partitions in a similar manner to that described for the after block of the forward boiler room, except that the lower passage way was absolutely watertight from bulkhead No. 5, to the watertight door at the after end of passage way. The after cross-block also had a communication passage through it to the engine room at the stockhold level, a partition lightened by manholes joining this passageway to lower deck and above this deck was worked a steam pipe passage similar to those already described.
Above the main deck the 3rd class dining saloon was situated at the fore end, and store rooms were located abaft this.
Between bulkheads Nos. 6 and 7.
Engine room up to main deck, containing two sets of twin-screw quadruple-expansion engines, with a reserve bunker or cargo space on each side between lower and main deck; from thence to upper deck the 2nd class bath room, etc., were arranged abreast engine room casings.
Between bulkheads Nos. 7 and 8.
Cold storage chambers and fresh water tanks up to main deck; 2nd class cabins above main deck.
Between bulkheads Nos. 8 and 9.
Cargo up to main deck; 2nd class cabins above this deck.
Between bulkheads Nos. 9 and 10.
Cargo up to main deck; 2nd class cabins above this deck.
Abaft No. 10 to stem.
Steering compartment up to lower deck; store rooms above this deck.
Between the upper and shelter decks 3rd class passengers were accommodated at the forward end. Abaft this, on the starboard side, a range of 1st class passengers' cabins (inner and outer) extended to the engine room casing, with 2nd class accommodation further aft; on the port side the stewards, engineers and cooks were accommodated, with stores, etc. Right aft, on both sides of the ship, the firemen were berthed, whilst baggage, mail and other rooms were arranged fore and aft at the middle line. The seamen's quarters were under the forecastle deck.
The houses above the shelter deck contained accommodation for first class passengers, whilst the Marconi house was on the boat deck.
Provision was made for the necessary means of access to the upper, promenade and boat decks from the various compartments utilized for the classes of accommodation carried.
The lowest (and partial) range of sidelights was forward in the 3rd class and steerage quarters on the lower deck. These lights were extra strong ordinary brass sidelights, 10 inches diameter clear glass, fitted with plugs and hinged cast-iron covers, A number of these were of the automatic ventilating type. Between the main and upper decks there -was a complete range of sidelights of the size and types just mentioned, (except that those in the 3rd class dining saloon were 12 inches diameter) whilst those in the forecastle were also 10 inches diameter clear glass. Between the upper and shelter decks the sidelights were 12 inches diameter clear glass, and between the shelter and the lower promenade decks 16 inches and 14 inches diameter. In the deck houses above the lower promenade deck there were rectangular sliding or hinged windows about 20 inches by 14 inches in the clear.
The minimum heights above the designed water line of the lower edges of the ranges of circular ports were: -
Ports between lower and main decks . . . . . . . . . . . . . . 5 feet.
" " main and upper decks . . . . . . . . . . . . . 11 "
" " upper and shelter decks. . . . . . . . . . . 19 "
" " shelter and lower promenade decks. . 27 "
The height first given above was that of the furthest aft of the partial range of ports; the others are the heights of the ports amidships, so that forward and aft the ports were higher than indicated above on account of the sheer of the decks.
The vessel was provided with a single plate rudder of partially balanced type, actuated by Brown's steam steering gear, with telemotor; the gear was placed right aft on the orlop deck below water. The rudder was increased in size in 1908, and when so augmented its area was 227 square feet or 1.53 per cent of the immersed middle line area. The steering engine was controlled by telemotor from the wheelhouse and also from the promenade deck aft, an indicator being fitted in wheel house. There were sufficient boats for all on board, and wireless telegraphy and submarine signalling apparatus were installed.
The main propelling machinery of the vessel was of the twin screw quadruple expansion type, each engine having four cranks, with working parts balanced on the Yarrow-Schlick-Tweedy System. The four cylinders were respectively 36-inch, 52- inch, 75-inch and 108-inch in diameter with a stroke of 5 feet 9 inches.
Steam was supplied from six double-ended and 3 single ended boilers fitted in two boiler rooms as previously described.
The maximum seagoing speed of the vessel was about 18 knots, and the machinery could develop about 18,000 I.H.P.
This vessel was constructed by Messrs. Armstrong, Whitworth and Company, Limited, of Newcastle-on-Tyne, in 1910.
She is 440 feet long between perpendiculars, 58.1 feet beam, and has a moulded depth of 28 feet 8 inches and a mean draught when loaded of 25� feet.
The vessel was constructed on the Isherwood longitudinal system. She is divided into 8 watertight compartments by 7 transverse bulkheads, No. 1, or the collision bulkhead, being about 24 feet abaft the stem.
A cellular double bottom extends the whole length of the vessel, arranged for water ballast, and trimming tanks are also fitted in the two compartments at the ends of the vessel.
The stem of the vessel consists of a forging made in two parts, scarphed and riveted. The longitudinal frames on each side are about 18 inches apart at the stem, and corresponding frames on the two sides are secured together by triangular bracket plates.
The vessel was fitted with two stockless anchors in cast iron hawse pipes, the flukes projecting 18 inches from the ship's side.
She is capable of carrying about 10,800 tons of coal or cargo at the above mean draught, and her main propelling machinery consists of a 3 cylinder triple-expansion engine, of about 4,000 I.H.P., steam being supplied by 3 single-ended cylindrical marine type boilers capable of giving the vessel an average speed of about 10 knots when loaded.
She is fitted with a rudder of the ordinary type supported by pintles, which is capable of being worked both by hand and steam gear.
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