Hibernia
A fantastic study of the Hibernia of 1949 alongside the arrivals berth at Dun Laoghaire, July 1974. Photo: Albert Novelli.© Don Smith/Pictureships
The introduction of the Hibernia, and her sister the Cambria, finally completed an earlier proposal to replace the 1920-built ships of the same name with two turbine steamers from the Clyde yard of Fairfield Shipbuilding & Engineering Co., Ltd., an order subsequently cancelled due to the onset of war. After the War, BR turned to Harland & Wolff Ltd at Belfast for the two new ships and the first of these, the Hibernia, arrived in Holyhead for the first time to a considerable welcome from locals and dignitaries, including Lady Megan Lloyd George on 5th April 1949.
As the ship was required to leave Holyhead stern first, a period of 20 minutes running astern she was fitted with both bow and stern rudders. On her delivery passage south to Holyhead an emergency stop trial demonstrated that full power astern from full ahead had the vessel proceeding astern in just one minute and 55 seconds.
The Hibernia commenced service on 14th April 1949. Her designers really had their work cut out for them, having to cater for both day and night passages during the summer season. Therefore the Hibernia, and of course the Cambria, had to be arranged for both purposes. Accommodation was provided for 2,361 passengers in 1st and 3rd class.
In 1st class, 166 passengers were accommodated in single and two-berth cabins in addition to two open-berth rooms for 56 people. Four special cabins were included, with private bathrooms. For 3rd class passengers there were two and four-berth cabins for 154, with the two open-berth rooms accommodating 60.
On the Boat Deck (A) were the cabins for the Master, deck officers and engineers and also eight 1st class cabins, an entrance to the 1st class accommodation being on this deck.
Below, on the Promenade Deck (B), was a large main 1st class lounge in the forward part of the deckhouse, leading aft to the 1st class smoke room with the 3rd class smoke room adjoining.
Spacious entrances for both classes were also located on the Upper Deck (C) as were a considerable number of single and two-berth cabins.
Below, on the Main Deck (D), were two dining saloons for both classes besides further lounges. The stewards had their cabins at the forward end of the Main Deck while the seamen were located aft. Below the Main Deck, the Lower Deck was mainly a cabin deck with 1st class cabins forward and 3rd class aft. The open berth rooms were also on this deck.
Third class ladies room in 1949. British Railways Board photo courtesy of Neil Henry.
Each ship was divided into 11 watertight compartments by 10 watertight bulkheads. The double bottom was divided for fresh water, water ballast, oil fuel and lubricating oil. The forward and aft peaks were arranged for water ballast. Forward of the machinery space deep tanks were provided for oil fuel and for fresh water, while aft of the machinery space were deep tanks for oil fuel or water ballast and for fresh water.
There were two cargo holds and tween decks forward for the shipment of general cargo and cars, a tween deck space aft, and one of the tween decks forward being arranged alternatively for the carriage of cargo or passengers. Large mail and baggage rooms were located on the Main Deck aft and for each class of passenger baggage rooms were provided.
During their first two years both ships gained a reputation for their tendency to roll but this was rectified during the 1951 refit when Denny-Brown stabilisers were fitted.
When the
Hibernia and the Cambria were fifteen years old they
returned to their builders for a major refit. New aircraft type seats
replaced distinctive post-war style furnishings in remodelled public
rooms. Although more cabin berths were provided, the reduction in the
number of open berths saw the overall number of berths reduced from 436
to 357. On the Upper Deck (C) cabins and staterooms were replaced by 2nd
class lounges amidships and aft. On the Main Deck (D) the cabins there
were replaced by a 2nd class smoke room and a tea bar. Above
on the Promenade Deck (B) the 1st and 2nd class
smoke rooms were converted into a tea lounge with seating for 146
persons. The after end of the main lounge became a 2nd class
lounge with seating for 106 passengers. In addition to this, the
previously open passageways aft were plated-in to provide enclosed
accommodation with seats alongside the casings and the ship’s sides.
Passenger capacity was reduced from 2,361 to 1,900.
Throughout their careers the Hibernia and the Cambria rarely left the route for which they were designed. However in October 1968 the Hibernia provided relief cover on the Harwich to Hoek van Holland service.
The Hibernia at Hoek van Holland, 28 October 1968. © Henk van der Lugt
Henk van der Lugt
explains "The new car ferries St George and Koningin Juliana
had entered service, but the combined service, with each new car ferry
making one round trip a day, had not yet started. So the two new ships
were on the night service, while the classic Amsterdam and
Koningin Wilhelmina were on the day service. The Avalon was
away, chartered out for the opening of the oil terminal in
The Hibernia on the departure berth at Dun Laoghaire, 1972
Running astern, the Hibernia. © Don Smith Collection / Pictureships.
The Hibernia alongside at Dun Laoghaire during her final season, 1976. © Jonathan Allen
The Hibernia alongside at Dun Laoghaire during her final season, 1976. © Jonathan Allen
The Hibernia rests on the Middle Berth, Holyhead. © D Roberts, courtesy Ronnie Roberts
The Hibernia enters Holyhead's Inner Harbour on Sunday 3rd October 1976 following her final sailing from Dun Laoghaire. © Capt Glynne Pritchard
The Hibernia remained on the Holyhead link until Sunday 3rd October 1976, when she arrived at Holyhead with her final sailing from Dun Laoghaire. After sale to Agapitos Brothers of Greece she was renamed Express Apollon.
Seen on the final occasion at Holyhead before repainting in Greek colours, the Hibernia viewed from the Dover. © Ian Scott-Taylor.
On 18th December 1980 the old ship was observed at Bombay and four weeks later she was at Darukhana in India where Solid Steel Traders began demolition.