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SSLaurentic(1908)

Coordinates:55°18′13″N07°35′27″W/ 55.30361°N 7.59083°W/55.30361; -7.59083
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For other ships with the same name, seeSS Laurentic.

Laurentic
History
United Kingdom
NameLaurentic
NamesakeLaurentia
OwnerIsmay, Imrie & Co
Operator
Port of registryUnited KingdomLiverpool
RouteLiverpool –Quebec City–Montreal
Ordered1907
BuilderHarland and Wolff,Belfast
Yard number394
Launched10 September 1908
Completed15 April 1909
CommissionedAsAMC,25 November 1914
Maiden voyage29 April 1909
Identification
FateSunk bymines25 January 1917
General characteristics
TypeOcean liner
Tonnage14,892GRT,9,255NRT
Length550.4 ft (167.8 m)
Beam67.3 ft (20.5 m)
Depth41.2 ft (12.6 m)
Decks3
Installed power1,492NHP
Propulsion
Speed19.5 kn (36.1 km/h)
Capacity
  • 230 1st class
  • 430 2nd class
  • 1,000 3rd class
Crew
  • In civilian service: 387
  • as AMC: 470
Armament

SSLaurenticwas aBritishtransatlanticocean linerthat was built inBelfast,Ireland,and launched in 1908. She is an early example of a ship whose propulsion combinedreciprocating steam engineswith a low-pressuresteam turbine.

Laurenticwas one of a pair ofsister shipsthat were ordered in 1907 by theDominion Linebut completed for theWhite Star Line.Her regular route was betweenLiverpoolandQuebec City.

In 1914Laurenticserved briefly as atroop ship,and then served for more than two years as anarmed merchant cruiser(AMC). As an AMC she saw service offWest Africa,Singapore,theBay of Bengaland theFar East.

In 1917 two GermanminessankLaurenticoff the northern coast of Ireland. Her crew successfully abandoned ship, but 354 of them died ofhypothermiain her lifeboats.Laurenticwas carrying about 43 tons ofgold barswhen she sank. Most of the 3,211 bars were salvaged by 1924; three more bars were found in the 1930s, while 22 remain unaccounted for.Laurentic's wreck is in theterritorial watersof theRepublic of Irelandand protected byIrish law.

Background[edit]

Dominion Lineran a transatlantic liner service between Liverpool, Quebec,MontrealandBoston.[1]In 1902 theInternational Mercantile Marine Company(IMM) took over Dominion Line.

In 1905 the rivalAllan Lineintroduced the world's first steam turbine ocean liners.RMSVictorianandVirginianwere two of the swiftest ships on the route between Britain and Canada, and at more than 10,600GRTeach they were also the largest. The pair made such an impression that Allan Line won a valuableCanadian Governmentmail contract before the ships were even launched.[2]

From 1905Allan Line'sVictorianandVirginianprovided strong competition between Liverpool and Quebec

Like all of the earliest turbine ships,VictorianandVirginianhad direct drive from their turbines to their propellers.Virginianalso acquired a reputation for rolling excessively in heavy seas.[3]In addition, the earliest steam turbines used more bunker fuel thantriple- or quadruple-expansion steam engines.

In 1907 Dominion Line responded by ordering a pair of liners fromHarland and Wolff.[4]At almost 15,000GRTeach they would be larger thanVictorianandVirginian,the largest ships in Dominion Line's fleet, and the largest ships on the route between Britain and Canada.[5]

Dominion Line planned to call the shipsAlbertaandAlbany.But before the pair were completed, IMM transferred them to another of its subsidiaries, White Star Line, and they were renamed to conform with White Star naming policy.Albertawas launched in 10 September 1908 asLaurentic,[6][7]andAlbanywas launched three months later asMegantic.Despite the change of owner,LaurenticandMeganticwere still to serve the route between Liverpool and Montreal. They were White Star Line's first ships on the route.[8]

Combining reciprocating and turbine engines[edit]

Laurenticbeing built on slipway 6 in Harland and Wolff's South Yard in Belfast

Meganticwas built with twinpropellersdriven by conventional quadruple-expansion engines, butLaurenticwas built with three screws and a turbine drove her middle screw. Four-cylinder triple-expansion engines drove herport and starboardpropellers, and exhaust steam from their low-pressure cylinders drove the turbine.[4]

Laurenticwas not quite the first ship to have what came to be called "combination machinery".William Denny and Brotherslaunched therefrigeratedcargo linerOtakion 15 August 1908, less than a month beforeLaurentic,and completed her on 22 October, six months beforeLaurentic.[9][10]However,Otakilacked a sister ship for direct comparison.LaurenticandMeganticwere sisters whose only significant difference was their engines. This enabled IMM and Harland and Wolff to compare the two systems directly.[4]

Harland and Wolff builtLaurenticon slipway number six of its South Yard in Belfast.[11]She was completed on 15 April 1909 andMeganticfollowed on 3 June.Laurenticproduced 20 percent more power than her sister for the same coal consumption. For the same power output,Laurentic's coal consumption was 12 to 15 percent less thanMegantic's. This led IMM to specify a similar three-screw combination of two triple-expansion engines and one low-pressure turbine for theOlympic-classocean linersthat Harland and Wolff launched in 1910 and 1911.[12]

Passenger service[edit]

Laurenticin passenger service

The White Star and Dominion Lines provided two ships each to run a weekly joint service between Liverpool and Canada. The White Star ships wereLaurenticandMegantic.The Dominion Line ships were the 10,000GRTCanadaand 7,000GRTDominion.[13]

Laurenticcarried 387 crew and had berths for 1,660 passengers: 230 first class, 430 second class and 1,000 third class.[11]On her maiden voyageLaurenticleft Liverpool on 29 April 1909 and reached both Quebec and Montreal on 7 May.[5]In her five years of civilian service,Laurentictook thousands of emigrants from the UK to Canada.[14]

In winterLaurenticalso servedNew York City.On a westbound crossing to New York on 22 January 1910 a storm hitLaurenticthat broke portholes on her upper deck, flooded herbridgeand officers' quarters and disabled herengine order telegraphs.[15]

Laurenticalso made winter cruises to theMediterranean Seaand theWest Indies.[11]

DCIWalter Dew(centre, in bowler hat) leading murder suspectHH Crippenashore in 1910

In July 1910Metropolitan PoliceDCIWalter DewusedLaurentic's speed to reachRimouski,Quebec ahead of murder suspectHawley Harvey Crippenand his loverEthel Le Neve,who were travelling aboard theCanadian PacificlinerMontrose.[5][16]Dew boardedMontrose,arrested Crippen and Le Neve, and repatriated them aboardMegantic.[17]

In 1911Laurenticset a westbound record time for the route of 13 days and four hours from Liverpool to Montreal.[4]

By 1912Laurenticwas equipped forwireless telegraphy,operating on the 300 and 600 metre wavelengths. Hercall signwas MIC.[18]On a westbound crossing that year she passed where RMSTitanichad sunk on 15 April.Laurentic'sMaster,John Mathias, reported by wireless on 21 April "that he had kept a careful lookout while passing over the Grand Banks, and had seen neither bodies nor wreckage".[5][19]

On 13 September 1914Laurenticwas requisitioned at Montreal to be a troop ship.[5]She loaded 15,000 sacks of flour and embarked the 1st Battalion,The Royal Canadian Dragoons.[4]On 3 October she leftGaspé Bayas one of a convoy of 32 ships bringing more than 30,000 members of theCanadian Expeditionary Forceto Europe. She reachedPlymouthon 14 October.[5]

Armed Merchant Cruiser[edit]

Laurenticas anAMC

TheAdmiraltythen hadLaurenticconverted into an AMC. She was armed with eightQF 6-inch naval gunsand two6-pounder guns.On 25 November 1914 she was commissioned as HMSLaurentic,with thepennant numberM 71.[20]

In December 1914Laurenticsailed from Liverpool viaSierra LeoneandLagostoKamerun,where she assisted in theKamerun campaign.In September theRoyal Navyhad captured several German merchant ships that had sought refuge in theWouri estuary.On 26–30 DecemberLaurenticdischargedprize crewsfrom five of the captured ships.[20]

In January 1915Laurenticreturned via Lagos,Accra,Sekondiand Sierra Leone toBirkenhead.In Accra and Sekondi she embarked German civilian internees.[20]

In February 1915Laurenticsailed toGibraltar.She then patrolled toSão Vicente,Sierra Leone and Kamerun until at least April. By July she was in theIndian OceanoffMozambiqueheading forDurban,where she called on 2–4 August. She then crossed the Indian Ocean, coaling atColomboinCeylonon 18–19 August and reachedSingaporeon 25 August.[20]

From September 1915 to January 1916Laurenticpatrolled the Bay of Bengal, visitingPort Blair,theHooghly River,the coast ofBalasoreandRangoon.On 30–31 January she called at Singapore before sailing forHong Kong.[20]

On 5 FebruaryLaurenticstopped the Japanese merchant shipTenyo Maruoff thePhilippinesand sent aboarding partyaboard. They arrested nine Indian nationals "travelling without bonafides of any description",[20]who were suspected of beingHindu nationalists.Japanese newspapers claimed that the action violated international law. TheJapanese Minister for Foreign Affairs,Ishii Kikujirō,said that the Japanese Government was investigating.[21]

On 22 FebruaryLaurenticreached Hong Kong. She patrolled Chinese waters until 15 March, then spent a week in Hong Kong before returning to Singapore, where she arrived on 30 March.[20]

In April 1916Laurenticreturned to Hong Kong, where she was refitted from 24 April to 2 June. She then returned to Singapore, made a brief patrol toPenangand back and on 28 June left Singapore forSouth Africa.

Two gold shipments to Canada[edit]

Laurenticcalled atSimon's Town17–19 July,bunkeredinCape Townon 20 July and then on 23–24 July loadedbullionto take toCanada.[20]

Laurenticleft Cape Town on 25 July 1916, reachedHalifax, Nova Scotiaon 15 August and discharged her cargo of bullion. She spent September and the first half of October patrolling the east coast of Canada and then south toBermuda,where she spent 14–27 October in port and loadedspecie.By 30 October she was back in Halifax, where she unloaded the specie and spent four weeks in port before leaving on 27 November for Liverpool.[20]

On 1 December it was discovered that coal inLaurentic's number two hold was on fire. Her crew started to remove coal from the bunker. A dislodged beam struck Commander Mathias, fracturing his skull. On 2 December the crew finished removing coal from the hold and threw 150 tons of charred coal overboard. On 4 December Cdr Mathias died of his injury.Laurenticreached Birkenhead on 6 December.[20]

Loss[edit]

Laurentic'slogbookrecords that on 23 December in Birkenhead she again loaded specie.[20]This may refer to the 3,211 gold bars that she was secretly to carry to buy munitions from Canada and the USA. At the time they were worth £5 million.[22]

On 23 January 1917 she leftBirkenhead.On the morning of 25 January she called atBuncranainLough Swillyto disembark four ratings with symptoms ofyellow fever.[23]

FanadHead Lighthouse by moonlight

At 1700 hrsLaurenticleft Buncrana[24]in a bitterly cold blizzard. There were reports that a U-boat had been sighted near the mouth of Lough Swilly.Laurenticwas due to rendezvous with adestroyerescort offFanadHead, but her commander,CaptainReginald Norton, chose to proceed without it.[23]

At 1755 hrs, just north of the lough,Laurenticstruck a mine[24]that had been laid bySMU-80.It exploded abreast ofLaurentic's foremast. 20 seconds later a second mine exploded abreast of her engine room, which disabled her dynamo and pumps. The crew was unable to transmit a wireless distress message, but fired adistress rocket.[24]Both explosions were on her port side, to which she soon listed 20 degrees, making it hard to launch her lifeboats.[23]

Abandoning ship[edit]

Despite the difficult conditionsLaurentic's crew launched lifeboats and tried to row ashore, guided by Fanad Head Lighthouse. But the temperature dropped as low as −13 °C (9 °F), and many men in the lifeboats died ofhypothermiabefore reaching the shore. Local fishing boats rescued the exhausted and very cold survivors.[23]

About 45 minutes after the explosion Captain Norton, using an electric torch, searched the ship for survivors. He then boarded a lifeboat, and was the last to leave his ship.[24]He stated:

To the best of my knowledge, all the men got safely into the boats. The best of order prevailed after the explosion. The officers and men lived up to the best traditions of the navy...The deaths were all due to exposure, owing to the coldness of the night. My own boat was almost full of water when we were picked up by a trawler the next morning, but all the men in the boat survived. Another boat, picked up at 3 o'clock in the afternoon, contained five survivors and fifteen frozen bodies. They had been exposed to the bitter cold for over twenty hours.[24]

Another boat, found 20 hours after the sinking, contained 17 men dead from hypothermia.[24]In total 354 men were killed[23]and 121 survived:[24]12 officers and 109 ratings.[25]The survivors were given a civic reception in theGuildhall, Derry,where each man was given aten-shilling noteand a packet of cigarettes.[26]

Burials and monuments[edit]

St Mura's parish church,Fahan,where 71 of the dead are buried in a mass grave

In the following weeks corpses were washed ashore. 71 of the dead are buried in a mass grave in St Mura's parish churchyard,Fahan.[23]One is buried at Buncrana.[27]One washed ashore onHeiskerin theOuter Hebrides,150 miles away, and is buried there.[28]

A few of the dead are buried elsewhere to be near their families or place of birth, includingHolywood[29]andTullylish[30]inCounty Down,ArklowinCounty Wicklow[31]andWest Derbyin Liverpool.[32]

Many of the dead have no grave but the sea. They are commemorated on Royal Navy monuments atChatham,PlymouthandPortsmouth.

Gold salvage[edit]

The gold bullion had been stowed inLaurentic's second class baggage room. A crew of Royal Navysalvage diverswas deployed to try to recover it. It was led by CaptainGuybon Damant,who was a specialist in deep-waterdiving.The crew includedLaurentic's own diver,P/OAugustus Dent, who had survived the sinking. They found the wreck at a depth of 120 ft (37 m), listing 60 degrees to port.[33]

Initially the wreck was intact. Damant and his team usedguncottonto blow open a watertight door called the "entry port" mid-way down the ship's side, and an iron gate in the companionway leading to the baggage room. A diver called EC Miller used a hammer and chisel to open the baggage room door.[34]

Each box of gold was only one foot by one foot by six inches (600 × 600 × 300 mm) but weighed 140 lb (64 kg). The weight, and the awkward angle of the wreck, made it hard to move each box to the entry port to be hoisted to the surface. In two days Miller managed to retrieve four boxes, each worth about £8,000. After the fourth box was raised a gale began which forced Damant to suspend work.[35]

The gale lasted a week. When the divers returned they found the wreck crushed. The entry port had been 60 ft (18 m) below the surface but was now 103 ft (31 m) below. The companionway to the baggage room was squashed, with its ceiling now only 18 in (460 mm) above its floor. Divers used explosives to force the ceiling back up, and they then shored it up. But when they reached the baggage room they found its floor torn open and the gold gone.[36]

Digging a shaft through the wreck[edit]

The wreck was noisy, indicating that parts of it were still moving. The companionway was beneath five decks and at risk of collapse. Damant abandoned this access route and directed his crew to use explosives to remove the mainmast and make a vertical shaft down through the wreck to where he expected the gold now to be.[37]

The work was dangerous, and further complicated by Royal Navyminesweepersin the area occasionally detonating German mines that they found. After one mine was detonated only 2 nmi (4 km) away Damant suspended diving whenever minesweepers were within 5 nmi (9 km) of the wreck. Even so, a mine detonated 6 nmi (11 km) away gave one of the divers what Damant called "a severe blow".[38]

After two months Damant's crew completed their shaft and one part of the gold. Damant believed that by this stage the gold had become separated into two parts. As the wreck had moved and deteriorated, some of the boxes had broken open, and Miller found 10 bars loose. By September the weather was worsening and Damant suspended work again.[38]Their total haul for 1917 was 542 bars,[39]which at the time were worth £800,000.[38]

In 1919–24HMSRacerwas adiving support vesselto salvageLaurentic's gold

In 1918 Damant and his divers were on other duties, but in 1919 they resumed work onLaurentic.From then on they usedHMSRacer,which was a more suitablediving support vessel.As the season progressed the gold proved harder to find,[38]but their total haul for 1919 was 315 bars[39]worth a total of £470,000.[38]

In the winter of 1919–20 parts of the ship's superstructure either side of the work site collapsed, filling the hole that the divers had made in 1917 and 1919. The current and tides had also swept in stone and sand from the seabed, which now silted up the wreckage.[40]

Searching bare-handed for gold[edit]

In 1920 Damant and his crew triedcentrifugal pumpsanddredginggrabs,but the space was too constricted and the periods in which they could be used were too short for them to be effective.[40]In fine weather divers worked by hand, and in bad weather the sand filled what they had cleared.[41]In the summer of 1920 they retrieved only seven gold bars, but in the summer of 1921 they cleared many hundreds of tons of the wreck's structure and retrieved another 43 bars.[42][39]

In the winter of 1921–22 the currents washed away some of the débris, and in the spring of 1922 the first diver to descend found gold bars protruding from the sand within the wreck. The bars were now spread within an area of the wreck, but the weather allowed the diving crew to work from April until October and retrieve 895 bars[39]worth £1.5 million. On one day divers found a cluster of bars worth £150,000 in the remains of their boxes.[42]

Most of the bars were buried in 18 to 24 in (460 to 610 mm) of sand,[43]silt or mud. The divers would use a fire hose lowered fromRacerto loosen the silt, although this reduced visibility to almost nil.[44]They worestandard diving dressbut chose to work bare-handed, using improvised scoops to dig and thrusting their hands into the loosened silt and recognising gold bars by touch by their fingertips. They wore their fingertips raw and suffered pain every night after work.[43]But the method was effective, and in 1923 they retrieved 1,255 bars worth nearly £2 million.[39]Each diver was paid a bounty of ahalf crownfor each £100 of gold recovered.[23]

WhenRacerreturned to the wreck site in the spring of 1924, Damant's divers found that the winter currents had cleared most of the sand from the bottom of the hull where they had been working, there was no sign of the gold, but there were holes torn in the steel plating on which the gold had been resting.[39]

They found some bars by reaching through the holes, digging under the plates and eventually crawling under them. Damant then prescribed the laborious but safer method of removing about 2,000 sq ft (190 m2) of steel plates to expose the seabed beneath. The divers' total haul for 1924 was 129 gold bars before the onset of winter weather forced them to stop.[39]

Damant's divers retrieved a total of 3,186 of the 3,211 gold bars.[39]The total cost of salvage work from 1917 to 1924 was £128,000,[13]or two or three percent of the value of gold retrieved, and only 25 gold bars were still missing.[39]To date, the salvage is the largest recovery of sunken gold by weight in history.[45]

In June 1924 Damant was made aCBE,[46]and that December members of the diving crew includingP/OsBalson, Dent and Light were awarded theMedal of the Order of the British Empire.[47]

Private salvage attempts[edit]

In the 1930s a British private company took over where the Royal Navy had left off, but found only three more gold bars. In the 1950s salvagers dug a trench in the seabed 40 ft (12 m) long and 18 ft (5.5 m) deep but found no gold. In the 1960s two brothers called Ray and Eric Cossum bought the salvage rights. In the 1980s a Dutch company searched for the gold but found none.[23]

Other salvage[edit]

Damant's Royal Navy divers recoveredLaurentic's twobells.In 1924 Damant presented the bell from her bow to All Saints' parish church,Portsalon,County Donegal, the port from whichRacerand her salvage crew operated.[23]It still hangs in the church's bell-turret.[48]

One ofLaurentic's 6-inch guns inDownings

In 2018Derry City and Strabane District Councilbought the bell from herbridgeat an auction and exhibited it in Derry Guildhall.[48]The council then loaned the bell to the Titanic Hotel inBelfaston temporary display,[49]and planned to display the bell permanently in Derry's planned Maritime Museum.[48]However, in 2018 it was reported that the collapse of theNorthern Ireland Executivein 2017 had stalled plans for the museum.[50]

In 2007 a team of divers fromSheephaven Bayrecovered one ofLaurentic's guns. It is now displayed at the pier inDownings,County Donegal.[23][51][52]

Wreck[edit]

Laurentic's wreck is between Fanad andMalin Headat55°18′13″N07°35′27″W/ 55.30361°N 7.59083°W/55.30361; -7.59083[53]at a depth of 98 to 131 ft (30 to 40 m).[23]Ray Cossum still owns the salvage rights.[53]

Being in the territorial waters of the Republic of Ireland and more than a century old, the wreck is automatically protected by theNational Monuments(Amendment) Act, 1987, section 3, sub-section (4).[54]Divers must obtain a licence from theDepartment of Tourism, Culture, Arts, Gaeltacht, Sport and Mediabefore diving on the wreck.[23]

The wreck is much broken up by years of salvage work and more than a century of strong currents. But large parts, such as herScotch boilers,are still recognisable.[23]

References[edit]

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Bibliography[edit]

External links[edit]

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