Lusitania: The Secret Compartment and the Declaration of Paris
- When Lusitania was built, her construction and operating expenses were subsidised by the British government, with the proviso that she could be converted to an armed merchant cruiser (AMC) if need be. A secret compartment was designed in for the purpose of carrying arms and ammunition.
- The Declaration of Paris codified the rules for naval engagements involving civilian vessels. The so-called Cruiser Rules required that the crew and passengers of civilian ships be safeguarded in the event that the ship is to be confiscated or sunk.
- At the outbreak of hostilities, fears for the safety of Lusitania and other great liners ran high. During the ship's first east-bound crossing after the war started, she was painted in a grey colour scheme in an attempt to mask her identity and make her more difficult to detect visually. Many of the large liners were laid up in 1914–1915, in part due to falling demand for passenger travel across the Atlantic, and in part to protect them from damage due to mines or other dangers.
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When Lusitania was built, her construction and operating expenses were subsidised by the British government, with the proviso that she could be converted to an armed merchant cruiser (AMC) if need be. A secret compartment was designed in for the purpose of carrying arms and ammunition. When war was declared she was requisitioned by the British Admiralty as an armed merchant cruiser, and she was put on the official list of AMCs. Lusitania remained on the official AMC list and was listed as an auxiliary cruiser in the 1914 edition of Jane's All the World's Fighting Ships, along with Mauretania. The Declaration of Paris codified the rules for naval engagements involving civilian vessels. The so-called Cruiser Rules required that the crew and passengers of civilian ships be safeguarded in the event that the ship is to be confiscated or sunk. These rules also placed some onus on the ship itself, in that the merchant ship had to be flying its own flag, and not pretending to be of a different nationality. Also, it had to stop when confronted and allow itself to be boarded and searched, and it was not allowed to be armed or to take any hostile or evasive actions. When war was declared, British merchant ships were given orders to ram submarines that surfaced to issue the warnings required by the Cruiser Rules. At the outbreak of hostilities, fears for the safety of Lusitania and other great liners ran high. During the ship's first east-bound crossing after the war started, she was painted in a grey colour scheme in an attempt to mask her identity and make her more difficult to detect visually. Many of the large liners were laid up in 1914–1915, in part due to falling demand for passenger travel across the Atlantic, and in part to protect them from damage due to mines or other dangers. Among the most recognisable of these liners, some were eventually used as troop transports, while others became hospital ships. Lusitania remained in commercial service; although bookings aboard her were by no means strong during that autumn and winter, demand was strong enough to keep her in civilian service. Economising measures were taken. One of these was the shutting down of her No. 4 boiler room to conserve coal and crew costs; this reduced her maximum speed from over 25 knots (46 km/h; 29 mph) to 21 knots (39 km/h; 24 mph). With apparent dangers evaporating, the ship's disguised paint scheme was also dropped and she was returned to civilian colours. Her name was picked out in gilt, her funnels were repainted in their traditional Cunard livery, and her superstructure was painted white again. One alteration was the addition of a bronze/gold coloured band around the base of the superstructure just above the black paint.
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＞When Lusitania was built, her construction and operating expenses were subsidised by the British government, with the proviso that she could be converted to an armed merchant cruiser (AMC) if need be. A secret compartment was designed in for the purpose of carrying arms and ammunition. When war was declared she was requisitioned by the British Admiralty as an armed merchant cruiser, and she was put on the official list of AMCs. Lusitania remained on the official AMC list and was listed as an auxiliary cruiser in the 1914 edition of Jane's All the World's Fighting Ships, along with Mauretania. ⇒ルシタニア号が建造されたとき、その建造および運営費は、必要に応じて武装した商船巡洋艦（AMC）に転換できるという条件で、英国政府から助成金を受けた。武器や弾薬を運ぶ目的で秘密の区画が設計された。戦争が宣言されたとき、本船は英国海軍によって武装商船巡洋艦として徴用され、AMCの公式リストに載せられた。ルシタニア号はモーレタニア号とともに補助巡洋艦としてAMCの公式リストに残り、1914年版のジェーン（編）の「全世界戦闘艦船」に収録された。 ＞The Declaration of Paris codified the rules for naval engagements involving civilian vessels. The so-called Cruiser Rules required that the crew and passengers of civilian ships be safeguarded in the event that the ship is to be confiscated or sunk. These rules also placed some onus on the ship itself, in that the merchant ship had to be flying its own flag, and not pretending to be of a different nationality. Also, it had to stop when confronted and allow itself to be boarded and searched, and it was not allowed to be armed or to take any hostile or evasive actions. When war was declared, British merchant ships were given orders to ram* submarines that surfaced to issue the warnings required by the Cruiser Rules. ⇒「パリ宣言」は、民間船が関与する海軍交戦の規則を成文化した。いわゆる「巡洋艦規則」では、船舶が没収されたり沈没したりする場合、民間船の乗組員と乗客を保護することが求められた。これらの規則は、商船が独自の旗を掲げなければならず、異なる国籍のふりをしてはならないという点で船舶自体に若干の負担を課した。また、（敵船と）直面したときは停止し、（調査員の）乗り込みや検索を認めなければならず、武装したり、敵対的または回避的な行動を取ったりすることは許されなかった。戦争が宣言されたとき、英国の商船は、「巡洋艦規則」で要求される警告を発するために、浮上する潜水艦に衝角*突きを命じられていた。 ＊ram：「衝角（敵船に当たって穴をあけるため、艦首の下に付設された突出部）で突く」。 ＞At the outbreak of hostilities, fears for the safety of Lusitania and other great liners ran high. During the ship's first east-bound crossing after the war started, she was painted in a grey colour scheme in an attempt to mask her identity and make her more difficult to detect visually. Many of the large liners were laid up in 1914–1915, in part due to falling demand for passenger travel across the Atlantic, and in part to protect them from damage due to mines or other dangers. Among the most recognisable of these liners, some were eventually used as troop transports, while others became hospital ships. Lusitania remained in commercial service; although bookings aboard her were by no means strong during that autumn and winter, demand was strong enough to keep her in civilian service. ⇒敵対行為の発生時には、ルシタニア号と他の大規模定期船の安全性に対する懸念が高まった。戦争が始まった後、最初の東行きの横断の間、本船は身元を覆い隠して視覚的に検出しにくくするため、灰色の配色で描かれた。1914年－1915年では、大規模定期船の多くは待機していたが、それは大西洋を横断する乗客の需要の減少と、水雷その他の危険による損傷から保護するためであった。これらの定期船のうち最も有名なものの数隻は最終的に軍隊の輸送として使用され、他の船舶は病院船になった。ルシタニア号は引き続き商船業務に携っていた。本船の乗船予約は、その秋から冬にかけては決して多くなかったが、（そこそこの）需要が民間奉仕をし続けるのに十分な力量があった。 ＞Economising measures were taken. One of these was the shutting down of her No. 4 boiler room to conserve coal and crew costs; this reduced her maximum speed from over 25 knots (46 km/h; 29 mph) to 21 knots (39 km/h; 24 mph). With apparent dangers evaporating, the ship's disguised paint scheme was also dropped and she was returned to civilian colours. Her name was picked out in gilt, her funnels were repainted in their traditional Cunard livery, and her superstructure was painted white again. One alteration was the addition of a bronze/gold coloured band around the base of the superstructure just above the black paint. ⇒節約の方策が講じられた。その1つは、石炭と乗組員のコストを節減するために、4号ボイラー室を閉鎖したことである。これにより、最大速度が25ノット（46キロ; 29マイル毎時）から21ノット（39キロ; 24マイル毎時）に低下した。明らかな危険性が消失したため、偽装のための船の塗装計画も廃止され、本船は民間用船の色に戻った。船の名前用に金箔が選ばれ、煙突は伝統的なキュナード船の彩色で塗り直され、船体の上部構造は再び白く塗られた。ただ1つの変更は、黒色塗料部の真上の上部構造の基部周辺に青銅／金色の帯線を追加したことである。
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By early 1915 a new threat began to materialise: submarines. At first they were used by the Germans only to attack naval vessels, something they achieved only occasionally but sometimes with spectacular success. Then the U-boats began to attack merchant vessels at times, although almost always in accordance with the old Cruiser Rules. Desperate to gain an advantage on the Atlantic, the German government decided to step up their submarine campaign, as a result of the British declaring the North Sea a war zone in November 1914. On 4 February 1915, Germany declared the seas around the British Isles a war zone: from 18 February Allied ships in the area would be sunk without warning. This was not wholly unrestricted submarine warfare as efforts would be taken to avoid sinking neutral ships. Lusitania was scheduled to arrive in Liverpool on 6 March 1915. The Admiralty issued her specific instructions on how to avoid submarines. Admiral Henry Oliver ordered HMS Louis and HMS Laverock to escort Lusitania, and took the further precaution of sending the Q-ship HMS Lyons to patrol Liverpool Bay. The destroyer commander attempted to discover the whereabouts of Lusitania by telephoning Cunard, who refused to give out any information and referred him to the Admiralty. At sea, the ships contacted Lusitania by radio but did not have the codes used to communicate with merchant ships. Captain Dow of Lusitania refused to give his own position except in code, and since he was, in any case, some distance from the positions they gave, continued to Liverpool unescorted. In response to this new submarine threat, some alterations were made to the ship's protocols. In contravention to the Cruiser Rules she was ordered not to fly any flags in the war zone. Some messages were sent to the ship's commander to help him decide how to best protect his ship against the new threat, and it also seems that her funnels were most likely painted dark grey to help make her less visible to enemy submarines. Clearly, there was no hope of disguising her identity, as her profile was so well known, and no attempt was made to paint out the ship's name at the bow. Captain Dow, apparently suffering from stress from operating his ship in the war zone, and after a significant "false flag" controversy, left the ship; Cunard later explained that he was "tired and really ill". He was replaced by Captain William Thomas Turner, who had previously commanded Lusitania, Mauretania, and Aquitania in the years before the war.
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RMS Lusitania was a British ocean liner that was sunk on 7 May 1915 by a German U-boat 11 miles (18 km) off the southern coast of Ireland. The sinking presaged the United States declaration of war on Germany two years later. Lusitania held the Blue Riband appellation for the fastest Atlantic crossing and was briefly the world's largest passenger ship until the completion of her sister ship Mauretania three months later. The Cunard Line launched her in 1906 at a time of fierce competition for the North Atlantic trade. She was sunk on her 202nd trans-Atlantic crossing. German shipping lines were aggressive competitors for the custom of transatlantic passengers in the early 20th century, and Cunard responded by trying to outdo them in speed, capacity, and luxury. Cunard used assistance from the British Admiralty to build Lusitania, on the understanding that the ship would be available as a light merchant cruiser in time of war. She had gun mounts for deck cannons, but no guns were ever installed. Both Lusitania and Mauretania were fitted with revolutionary new turbine engines that enabled them to maintain a service speed of 25 knots (46 km/h; 29 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 noted for their sumptuous furnishings. The Royal Navy had blockaded Germany at the start of the First World War; the UK declared the entire North Sea a war zone in the autumn of 1914 and mined the approaches. In the spring of 1915, all food imports for Germany were declared contraband. RMS Lusitania left New York for Britain on 1 May 1915 when German submarine warfare was intensifying in the Atlantic. Germany had declared the seas around the United Kingdom a war zone, and the German embassy in the United States had placed newspaper advertisements warning people of the dangers of sailing on Lusitania. On the afternoon of 7 May, a German U-boat torpedoed Lusitania 11 miles (18 km) off the southern coast of Ireland inside the declared war zone. A second internal explosion sank her in 18 minutes, killing 1,198 passengers and crew. The Germans justified treating Lusitania as a naval vessel because she was carrying hundreds of tons of war munitions, 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. The internationally recognized cruiser rules were obsolete by 1915; it had become more dangerous for submarines to surface and give warning with the British introduction of Q-ships in 1915 with concealed deck guns.
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The first attacks on merchant ships had started in October 1914. On 20 October SS Glitra became the first British merchant vessel to be sunk by a German submarine in World War I. Glitra, bound from Grangemouth to Stavanger, Norway, was stopped and searched by U-17, under the command of Kapitänleutnant Johannes Feldkirchener. The operation was performed broadly in accordance with the "cruiser rules", the crew being ordered into the lifeboats before Glitra was sunk by having her seacocks opened. It was the first time in history a submarine sank a merchant ship.
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Grand Admiral Alfred von Tirpitz stated it was sad that many Americans "in wanton recklessness, and in spite of the warnings of our Ambassador, had embarked in this armed cruiser, heavily laden with munitions" and had died, but that Germany had been within her rights to sink the ship. Lusitania was indeed officially listed as an auxiliary war ship, and her cargo had included an estimated 4,200,000 rounds of rifle cartridges, 1,250 empty shell cases, and 18 cases of non-explosive fuses, which was openly listed as such in her cargo manifest. The day after the sinking, The New York Times published full details of the ship's military cargo. Assistant Manager of the Cunard Line, Herman Winter, denied the charge that she carried munitions, but admitted that she was carrying small-arms ammunition, and that she had been carrying such ammunition for years. The fact that Lusitania had been carrying shells and cartridges was not made known to the British public at the time. In the 27-page additional manifest, delivered to U.S. customs 4–5 days after Lusitania sailed from New York, and in the Bethlehem Steels papers, it is stated that the "empty shells" were in fact 1,248 boxes of filled 3" shell, 4 shells to the box, totaling 103,000 pounds or 50 tonnes. President Woodrow Wilson refused to immediately declare war. During the weeks after the sinking, the issue was hotly debated within the U.S. government, and correspondence was exchanged between the U.S. and German governments. German Foreign Minister Von Jagow continued to argue that Lusitania was a legitimate military target, as she was listed as an armed merchant cruiser, she was using neutral flags and she had been ordered to ram submarines – in blatant contravention of the Cruiser Rules. Von Jagow further argued that Lusitania had on previous voyages carried munitions and Allied troops. Wilson continued to insist the German government apologise for the sinking, compensate U.S. victims, and promise to avoid any similar occurrence in the future. The British were disappointed with Wilson over his failure to pursue more drastic actions. Secretary of State William Jennings Bryan advised President Wilson that "ships carrying contraband should be prohibited from carrying passengers ... [I]t would be like putting women and children in front of an army." Bryan later resigned because he felt the Wilson administration was being biased in ignoring British contraventions of international law, and that Wilson was leading the U.S. into the war.
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It is true." Then, on 29 March 1917, Zimmermann gave a speech in the Reichstag in which he admitted the telegram was genuine. Zimmermann hoped Americans would understand the idea was that Germany would only fund Mexico's war with the United States in the event of American entry into World War I. On 1 February 1917, Germany began unrestricted submarine warfare against all ships in the Atlantic bearing the American flag, both passenger and merchant ships. Two ships were sunk in February, and most American shipping companies held their ships in port. Besides the highly provocative war proposal to Mexico, the telegram also mentioned "ruthless employment of our submarines." Public opinion demanded action. Wilson had previously refused to assign US Navy crews and guns to the merchant ships. However, once the Zimmermann note was public, Wilson called for arming the merchant ships, but antiwar elements in the United States Senate blocked his proposal.
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On 11 November, Invincible and Inflexible left Devonport, although repairs to Invincible were incomplete and she sailed with workmen still aboard. Despite the urgency of the situation and their maximum speed of around 25 knots (46 km/h; 29 mph), the ships were forced to cruise at 10 knots (19 km/h; 12 mph) to conserve coal in order to complete the long journey south across the Atlantic. The two ships were also heavily loaded with supplies. Although secrecy of the mission was considered important so as to surprise Spee, Lieutenant Hirst from Glasgow heard locals discussing the forthcoming arrival of the ships while ashore at Cape Verde on 17 November; however the news did not reach Spee. Sturdee arrived at the Abrolhos Rocks on the 26 November, where Rear Admiral Stoddart awaited him with the remainder of the squadron. Sturdee announced his intention to depart for the Falkland Islands on 29 November. From there, the fast light cruisers Glasgow and Bristol would patrol seeking Spee, summoning reinforcements if they found him. Captain Luce of Glasgow, who had been at the battle of Coronel, objected that there was no need to wait so long and persuaded Sturdee to depart a day early. The squadron was delayed during the journey for 12 hours when a cable towing targets for practice-firing became wrapped around one of Invincible's propellers, but the ships arrived on the morning of 7 December. The two light cruisers moored in the inner part of Stanley Harbour, while the larger ships remained in the deeper outer harbour of Port William. Divers set about removing the offending cable from Invincible; Cornwall's boiler fires were extinguished to make repairs, and Bristol had one of her engines dismantled. The famous ship SS Great Britain—reduced to a coal bunker—supplied coal to Invincible and Inflexible. The armed merchant cruiser Macedonia was ordered to patrol the harbour, while Kent maintained steam in her boilers, ready to replace Macedonia the next day, 8 December; Spee's fleet arrived in the morning of the same day. An unlikely source of intelligence on the movement of the German ships was from Mrs Muriel Felton, wife of the manager of a sheep station at Fitzroy, and her maids Christina Goss and Marian Macleod. They were alone when Felton received a telephone call from Port Stanley advising that German ships were approaching the islands. The maids took turns riding to the top of a nearby hill to record the movements of the ships, which Felton relayed to Port Stanley by telephone. Her reports allowed Bristol and Macedonia to take up the best positions to intercept. The Admiralty later presented the women with silver plates and Felton received an OBE for her actions.
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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, and Lusitania proved to be a quite popular ship for immigrants. In the days before Lusitania and even still during the years in which Lusitania was in service, third-class accommodation consisted of large open spaces where hundreds of people would share open berths and hastily constructed public spaces, often consisting of no more than a small portion of open 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 all 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 travelers was that instead of being confined to open 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. The Bromsgrove Guild had designed and constructed most of the trim on Lusitania. Waring and Gillow tendered for the contract to furnish the whole ship, but failing to obtain this still supplied a number of the furnishings. Lusitania's keel was laid at John Brown on Clydebank as yard no. 367 on 16 June 1904, Lord Inverclyde hammering home 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. Mauretania was designed a little longer, wider, heavier and with an extra power stage fitted to the turbines.
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Another option was arming ships for self-defence, which, according to the Germans, put them outside the protection of the cruiser rules. Another option was to arm and man decoy ships with hidden guns, the so-called Q-ship. A variant on the idea was to equip small vessels with a submarine escort. In 1915, three U-boats were sunk by Q-ships, and two more by submarines accompanying trawlers. In June also U-40 was sunk by HMS C24 while attacking Taranaki, and in July U-23 was sunk by C-27 attacking Princess Louise. Also in July U-36 was sunk by the Q-ship Prince Charles, and in August and September U-27 and U-41 were sunk by Baralong, the former in the notorious Baralong Incident. There were, however, no means to detect submerged U-boats, and attacks on them were limited to efforts to damage their periscopes with hammers and dropping guncotton bombs. Use of nets to ensnare U-boats was also examined, as was a destroyer, Starfish, fitted with a spar torpedo. In all, 16 U-boats were destroyed during this phase of the campaign, while they themselves sank 370 ships totalling 750,000 GRT.
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Invincible and Inflexible engaged Scharnhorst and Gneisenau, while Sturdee detached his cruisers to chase Leipzig and Nürnberg. Inflexible and Invincible turned to fire broadsides at the armoured cruisers and Spee responded by trying to close the range. His flagship Scharnhorst took extensive damage with funnels flattened, fires and a list. The list became worse at 16:04, and she sank by 16:17. Gneisenau continued to fire and evade until 17:15, by which time her ammunition had been exhausted, and her crew allowed her to sink at 18:02. During her death throes, Admiral Sturdee continued to engage Gneisenau with his two battlecruisers and the cruiser Carnarvon, rather than detaching one of the battlecruisers to hunt down the escaping Dresden. 190 of Gneisenau's crew were rescued from the water. Both of the British battlecruisers had received about 40 hits between them from the German ships, with one crewman killed and four injured. Meanwhile, Nürnberg and Leipzig had run from the British cruisers. Nürnberg was running at full speed but in need of maintenance, while the crew of the pursuing Kent were pushing her boilers and engines to the limit. Nürnberg finally turned for battle at 17:30. Kent had the advantage in shell weight and armour. Nürnberg suffered two boiler explosions around 18:30, giving the advantage in speed and manoeuvrability to Kent. The German ship then rolled over and sank at 19:27 after a long chase. The cruisers Glasgow and Cornwall had chased down Leipzig; Glasgow closed to finish Leipzig, which had run out of ammunition but was still flying her battle ensign. Leipzig fired two flares, so Glasgow ceased fire. At 21:23, more than 80 mi (70 nmi; 130 km) southeast of the Falklands, she also rolled over and sank, leaving only 18 survivors. Casualties and damage were extremely disproportionate; the British suffered only very lightly. Admiral Spee and his two sons were among the German dead. Rescued German survivors, 215 total, became prisoners on the British ships. Most were from the Gneisenau, nine were from Nürnberg and 18 were from Leipzig. Scharnhorst was lost with all hands. One of Gneisenau's officers who lived had been the sole survivor on three different guns on the battered cruiser. He was pulled from the water saying he was a first cousin of the British commander (Stoddart). Of the known German force of eight ships, two escaped: the auxiliary Seydlitz and the light cruiser Dresden, which roamed at large for a further three months before her captain was cornered by a British squadron (Kent, Glasgow and Orama) off the Juan Fernández Islands on 14 March 1915. After fighting a short battle, Dresden's captain evacuated his ship and scuttled her by detonating the main ammunition magazine. As a consequence of the battle, the German East Asia Squadron, Germany's only permanent overseas naval formation, effectively ceased to exist. Commerce raiding on the high seas by regular warships of the Kaiserliche Marine was brought to an end. However, Germany put several armed merchant vessels into service as commerce raiders until the end of the war (for example, see Felix von Luckner).
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Lusitania did not carry enough lifeboats for all her passengers, officers and crew on board at the time of her maiden voyage (carrying four lifeboats fewer than Titanic would carry in 1912). This was a common practice for large passenger ships at the time, since the belief was that in busy shipping lanes help would always be nearby and the few boats available would be adequate to ferry all aboard to rescue ships before a sinking. After the Titanic sank, Lusitania and Mauretania were equipped with an additional six clinker-built wooden boats under davits, making for a total of 22 boats rigged in davits. The rest of their lifeboat accommodations were supplemented with 26 collapsible lifeboats, 18 stored directly beneath the regular lifeboats and eight on the after deck. The collapsibles were built with hollow wooden bottoms and canvas sides, and needed assembly in the event they had to be used. This contrasted with Olympic and Britannic which received a full complement of lifeboats all rigged under davits. This difference would have been a major contributor to the high loss of life involved with Lusitania's sinking, since there was not sufficient time to assemble collapsible boats or life-rafts, had it not been for the fact that the ship's severe listing made it impossible for lifeboats on the port side of the vessel to be lowered, and the rapidity of the sinking did not allow the remaining lifeboats that could be directly lowered (as these were rigged under davits) to be filled and launched with passengers. When Britannic, working as a hospital ship during World War I, sank in 1916 after hitting a mine in the Kea channel the already davited boats were swiftly lowered saving nearly all on board, but the ship took nearly three times as long to sink as Lusitania and thus the crew had more time to evacuate passengers. Lusitania, commanded by Commodore James Watt, moored at the Liverpool landing stage for her maiden voyage at 4:30 p.m. on Saturday 7 September 1907 as the onetime Blue Riband holder RMS Lucania vacated the pier. At the time Lusitania was the largest ocean liner in service and would continue to be until the introduction of Mauretania in November that year. A crowd of 200,000 people gathered to see her departure at 9:00 p.m. for Queenstown (renamed Cobh in 1920), where she was to take on more passengers. She anchored again at Roche's Point, off Queenstown, at 9:20 a.m. the following morning, where she was shortly joined by Lucania, which she had passed in the night, and 120 passengers were brought out to the ship by tender bringing her total of passengers to 2,320.
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