“This week’s cover shows the Monarch of Bermuda, described, with her sister ship, the Queen of Bermuda, in a chapter by A C Hardy in this week’s Part. The original photograph, from which this cover was made, I obtained through the courtesy of Vickers-Armstrongs, the builders of the great luxury liners.” The cover was also reproduced as the colour plate in this issue.
In the long history of the sea, there have, of course, been some failures as well as many glorious successes, some tales of disaster besides those stories of ships with which all has gone well. But even in the tragedies there is something inspiring. The extraordinary sinking of HMS Victoria in 1893 in the Mediterranean and the loss of the troopship Birkenheadoff Danger Point, near Simon’s Bay, South Africa, on February 26, 1852, will long be remembered for the heroism that these catastrophes called forth. The Victoria was Britain’s finest battleship when in 1893 she came into collision with the Camperdown during manoeuvres in the Mediterranean. She sank with twenty-two officers and 336 men. The tale of tragedy, however, was mitigated by the extraordinary courage and discipline of all concerned. In the same way the men of the Birkenhead displayed magnificent calmness and fortitude when their ship went down near Capetown. The story is one of the epics of the sea. All the women and children on board the transport were rescued; the soldiers intended as drafts for the forces in South Africa awaited the end as if on parade. The article is by Vice-Admiral Gordon Campbell.
The Kurenai Maru, the vessel illustrated above, was one of the first ships built for the Japanese Inland Sea to be fitted with diesel engines. Completed in July 1924, she is owned by the Osaka Shosen Kaisha Company, whose big cargo liners are familiar on the trade routes of the world. She is a ship with three decks. The upper deck is the main deck, with a forecastle gallery and pantry round the casing, as the drawing shows, and open sleeping spaces for men at the after end. Below this is a ‘tween deck with further open sleeping spaces, and above the upper deck is a promenade, with a fine observation dining-room at the forward end and more open space at the after end. Here are two- and four-berths cabins and some further open spaces, as well as a smoking-room. The Kurenai Maru was built at the Osaka Ironworks and has a gross tonnage of 1,541. She has a length of 238 ft 3 in, a beam of 38 feet and a draught of 19 ft 7 in. Her speed in service is just over 14 knots. Her diesel engines were built in Copenhagen by Burmeister and Wain. The two engines are of the four-cycle single-acting type. Either has six cylinders with a diameter of 19.68 in and 35.43 in stroke. The total power developed is 1,600 bhp at 140 revolutions a minute. Electricity is used for auxiliary purposes and the total output on three generators is 150 hp. This is the twenty-third article in the series on Merchant Ship Types.
The regulations and rules, international, national and local, which govern yacht racing have undergone considerable changes in the last thirty years. Many conditions make yacht races difficult for the layman to follow. One reason for this is the system of handicapping, which often makes it difficult for those not conversant with the rules to tell which boat has won. This intricate subject is elucidated in this chapter which is written by Frank Bowen.
Situated on the Kentish shore of the River Thames opposite Tilbury, Gravesend is one of the main bases of river and Channel pilots, of Customs and immigration officers and of the Port of London Sanitary Authority. From time immemorial, Gravesend has been regarded as the gateway to London. In the times of the Viking raiders, Gravesend was one of the key points of defence and from then on it was always kept fortified. In the Middle Ages many brilliant ceremonies and pageants were to be seen there when important personages arrived from abroad. Nowadays the pomp and pageantry are gone. But Gravesend is still the gateway of London. In this chapter, Frank Bowen gives a full account of Gravesend.
Formerly the fighting in warships was done by soldiers specially embarked for that purpose. The modern Royal Marine Corps is one of the most striking links with those days of early maritime warfare. This chapter is by Frank Bowen and is the fourth article in the series Going to Sea.
The first man to sail on a single-handed voyage of World circumnavigation since Captain Joshua Slocum’s exploit in 1895-98. Harry Pidgeon left Los Angeles in the Islander on November 18, 1921. His voyage lasted for nearly four years.
The Monarch of Bermuda and the Queen of Bermuda are two large British liners that run regularly between New York and Bermuda. This special service has definite characteristics which govern the design of luxury liners for the run. Bermuda has long been a popular holiday resort among Americans, particularly in the days of Prohibition. To deal with this holiday traffic, the Furness-Withy Line built first the Bermuda, later destroyed by fire, then two all-electric ships, the Monarch of Bermuda and a sister ship, the Queen of Bermuda. This chapter is by A C Hardy and describes the accommodation of the two vessels, and gives full details of the engineering and mechanical aspects of the ships.
ALL-ELECTRIC FROM STEM TO STERN. The Monarch of Bermuda, the Furness Withy liner, of 22,424 tons gross, and her sister, the Queen of Bermuda, 22,575 tons gross, are luxury vessels, capable of cruising in comfort round the world. They are employed on the service between New York and Bermuda, which has long been a holiday resort favoured by Americans. The ships were built at Newcastle-on-Tyne and Barrow-in-Furness respectively. The Monarch of Bermuda has a length of 553 ft 2 in, a beam of 76 ft 7 in and a depth of 39 feet. Her sister ship has almost the same dimensions.