PMV California Iron

Artists depiction of the PMV California Iron at sea, 1913
History
Prybourne
Name:	PMV California Iron
Owner:	Red Town Ship Lines
Port of registry:	San Pablo, Prybourne
Ordered:	17 September 1908
Builder:	Morwall Shipyard, Morwall
Cost:	$144.5 million
Yard number:	701
Laid down:	12 July 1910
Launched:	16 August 1912
Completed:	27 December 1912
Maiden voyage:	7 March 1913
Identification:	Radio call sign "CAP"
Fate:	Ran onto rocks and sank off the coast of Hatstheput on 11 August 1917 (1917-08-11).
Status:	Wreck
General characteristics
Class and type:	Statesman Class Liner
Tonnage:	46,328 GRT
Displacement:	76,310 tons
Length:	922 ft 9 in (281.3 m)
Beam:	92 ft 6 in (28.2 m)
Height:	265 ft (80.8 m) (keel to top of funnels)
Draught:	67 ft 7 in (20.6 m)
Depth:	85 ft 6 in (26.1 m)
Decks:	9
Installed power:	24 double-ended and ten single-ended boilers feeding four Triple-expansion steam engine/reciprocating steam engines for the wing propellers, and a low-pressure turbine for the centre propeller; output: 46,000 HP
Propulsion:	three three-blade wing propellers and two four-blade centre propeller
Speed:	Cruising: 40 kn (74 km/h; 46 mph). Max: 45 kn (83 km/h; 52 mph)
Capacity:	Passengers: 3,435, crew: 892. Total: 4,327
Notes:	Lifeboats: 20 (sufficient for 1356 people)

PMV California Iron was a Prybourenean passenger liner that was the largest ship afloat at the time it entered service and was the first and only statesman-class ocean liners built and operated by the Red Town Ship Lines. It was built at Morwall Shipyard in Morwall. The ocean liner carried some of the wealthiest people in the world, as well as providing transportation and tours throughout the Triumvirate powers and Rymoorian Islands. The first-class accommodation was designed to be the pinnacle of comfort and luxury. As a part of their "Two times the luxury, four times the speed" campaign, California Iron boasted not only size and luxury, but double the boilers of most ships at the time. It's six, massive funnels were a highlighted feature of the ship with Red Town boasting that soon it's ships could outclass any of the neighboring competitors. PMV California Iron is also known as the worst naval disaster in Prybournean history and one of the worst in Anteria history after she failed to make a planned course change, citing poor weather conditions, and hit an underground rock and later sank due to it's damages resulting in the deaths of 1,356 of it's passengers, making it one of the deadliest commercial peacetime maritime disasters in modern history.

Background

The name California Iron was chosen as the final, winning entry to the name. For the Statesman class, Red Town intended to honor local jurisdictions in the state of Newley for their industrial contributions to the country. In this instance, the name was chosen to honoring Las California County's Iron mines.

PMV California Iron in early construction

It was built at San Pablo Shipyard in Newley. California Iron was under the command of Capt. Emmanuel de la Caballería, who had a notable career as a naval officer within Red Town, most notable during his earlier service to the naval power of the then rebels during the Canter Uprising. The ocean liner carried some of the wealthiest people in the world, as well as providing transportation and tours throughout the Triumvirate powers and Rymoorian Islands. The first-class accommodation was designed to be the pinnacle of comfort and luxury. As a part of their "Two times the luxury, four times the speed" campaign, California Iron boasted not only size and luxury, but double the boilers of most ships at the time. It's six, massive funnels were a highlighted feature of the ship with Red Town boasting that soon it's ships could outclass any of the neighboring competitors. 

As one of the Fortune Five, Red Town was under pressure to show the world what it could do with its new-found power and influence as a frontrunner and representative of Prybourne. Red Town was also eager to bolster its aging fleet. Red Town maintained many of it's ships from the mid to late 1800s and many of it's of its ships had also been lost during the uprising less than 20 years earlier. With the absence of a modern fleet, Red Town's position within the National Conglomerate soon became under question.

Red Town put their leading designers to work designing the Statesman-class vessels. The design was overseen by  Pascual Aguinaldo, a director of Red Town; naval architect Rodrigo Graciani, the managing director of Red Town's design department; Alfonso Andino, Graciani's deputy and responsible for calculating the ship's design, stability and trim; and Ricardo Correa, the shipyard's chief draughtsman and general manager. Correa's responsibilities included the decorations, equipment and all general arrangements, including the implementation of an efficient lifeboat davit design.

Dimensions and layout

California Iron was 922 ft 9 in (281.3 m) long with a maximum breadth of 92 feet 6 inches (28.19 m). Her total height, measured from the base of the keel to the top of the funnels, was 265 ft (80.8 m). She measured 46,328 gross registered tons and with a draught of 34 feet 7 inches (10.54 m), she displaced 76,310 tons.

California Iron had 10 decks, as typical for a Stateman-class ship. These decks included:

Boat Deck

The boat deck was relatively crowded except in the first class area

The boat deck on which the lifeboats were housed. The bridge and wheelhouse were at the forward end, in front of the captain's and officers' quarters. The bridge stood 8 feet (2.4 m) above the deck, extending out to either side so that the ship could be controlled while docking. The wheelhouse stood directly behind and above the bridge. The entrance to the First Class Grand Staircase and gymnasium were located midships along with the raised roof of the First Class lounge, while at the rear of the deck were the roof of the First Class smoke room and the relatively modest Second Class entrance. The wood-covered deck was divided into four segregated promenades: for officers, First Class passengers, engineers, and Second Class passengers respectively. Lifeboats lined the side of the deck except in the First Class area, where there was a gap so that the view would not be spoiled. As a result much deck space was crowded elsewhere on the ship.

A Deck

First Class Promenade

This is deck was reserved exclusively for First Class passengers and contained First Class cabins, the First Class lounge, smoke rooms, reading and writing rooms, as well as exclusive board rooms reserved for Conglomerate members. The first class lounge and smoking room were connected by a long gallery. On either side of the first class lounge was a garden lounge.

B Deck

The top weight-bearing deck and the uppermost level of the hull. This deck also housed more accommodations for conglomerate members including private suite with their own private promenades. There were also two restaurants that povided luxury dining facilities to First Class passengers. The promenade extended all round the deck house, but was screened on each side at the forward end for a considerable length by extending the bulwarks up to the "A" deck, and fitting large sliding windows. On the after end of the "B" deck there was the second class smoking-room and drawing room, and a cafe, outside of which there was extensive promenading space, and above which was a boat deck.

C Deck

This area was used for a variety of purposes such as storing equipment such as windlasses, capstans, cargo hatches, and cargo winches. These are all essential tools used for loading and unloading cargo from the ship. Additionally, there was a house that enclosed the entrance to the third class quarters located on the deck below. In good weather, the forward part of the deck was also utilized as a promenade for third class passengers. It provided an open area where passengers could stroll and enjoy the fresh air while taking in the scenic views of the surrounding waters.

Moving to the aft end of the ship, which is the rear part of the ship, there was also space for working the ship. This is where the necessary winches, capstans, and gear were stored and used to manage the ship's operations. These tools were essential for steering and maneuvering the ship, especially during rough weather conditions or when navigating through narrow waterways.

D Deck

Extending the full width of the ship. A foyer or reception room for the first class passengers was located forward of the first class dining saloon. The second class dining saloon was further aft. Between the two were the galleys. At the extreme after end of that deck there was a third class smoking room and entrance to the third class quarters, while at the forward end there was a large third class social hall.

First class Dining Saloon

E Deck

First class swimming bath and gymnasium were situated on this deck. At the after end of that deck were staterooms for second class passengers and large spaces for third class promenades. Also included was a passage extending right fore and aft for the use of third class passengers.

F & G Deck

These two decks hosted large dining saloons for the third class passengers as well as sleeping cabins. The rest of the space accommodated the seamen, firemen and trimmers in the forecastle, while the stewards were towards the aft. On the starboard side of F deck towards the bow of the ship there was also a mail room connected directly above G deck with the sorting room and baggage area.

Orlop Decks

Below the waterline, these decks housed the the power plant as well as food storage, cargo spaces, as well as the ship's boilers, engines, turbines and electrical generators. These areas forbade passengers from accessing. The deck was occasionally interrupted at several points by the lower Orlop Decks and crew passages.

Crew

Emmanuel de la Caballería, captain of California Iron, in 1916

California Iron typically had 892 on board for any regular voyage. Like many vessels of her time, she did not have a permanent crew, and most were sign ups which began earlier in the month before voyage. For the final years of her service she was captained by Capt. Emmanuel de la Caballería, a shipping master and naval veteran of the Canter Uprising. The crew were broken up into several distinct groups: Deck, with 73 crew; Engine, with 325; and Services, with 494. The vast Majority of the crew were either engineers, firemen, or stokers, responsible for looking after the engines, or stewards and galley staff, responsible for the passengers. Some other jobs aboard included bakers, chefs, butchers, fishmongers, dishwashers, stewards, gymnasium instructors, laundrymen, waiters, mail clerks, bed-makers, cleaners, shop keepers, and even a librarian.

A few special staff were self-employed or were subcontractors. This mainly included the staff of the A La Carta restaurant and Cafe Parisino located on the B deck exclusively for Conglomerate Executives and musicians for the first class restaurants.  

Disaster

On the 31st of July, 1917, the California Iron departed on her 22nd voyage from Santa Famidonia in the Rymoorian Islands, carrying 2,325 individuals, including 1500 passengers. Among the passengers were some of the wealthiest people in the world, who had come aboard to experience the pinnacle of comfort and luxury that the ship had to offer. On the day of the disaster, the California Iron was making its way through the Rymoorian Islands when it encountered a sudden and severe storm. The ship was designed to withstand rough seas, but the storm was more intense than the captain and crew had anticipated. As a result, the captain made the decision to alter the ship's course, taking it on a new route that would avoid the worst of the weather.

As the storm worsened, the California Iron was tossed about by the wind and waves. The ship was designed to withstand rough seas, but the storm was more intense than anticipated. Despite the best efforts of the crew, the ship began to drift off course, and the captain realized that they would need to make a change to avoid the worst of the weather. The captain ordered the ship to change course, directing it towards a safer route. However, there was a miscommunication among the crew, and the ship failed to make the planned course change. Instead, the ship continued on its original path, putting it on a collision course with an underground rock formation. As the ship approached the rocks, the crew realized their mistake and attempted to take evasive action. However, it was too late, and the ship collided with the rocks with great force. The impact caused significant damage to the ship's hull, and water began to flood into the lower levels of the vessel.

Capt. Caballería quickly ordered a full stop to the engines and directed the crew to inspect the damage. As the crew inspected the damage, they quickly realized that the situation was dire. Water was flooding into the lower decks of the ship, and it was becoming increasingly clear that the California Iron would not be able to stay afloat for much longer. In response to this, Capt. Caballería quickly ordered the crew to begin evacuation procedures. The Capt. Caballería gave orders to launch the lifeboats and instructed the crew to help the passengers to safety. However, the evacuation efforts were hindered by a number of factors. Firstly, the ship did not have enough lifeboats to accommodate all of the passengers and crew, meaning that many were left stranded on the sinking vessel. Additionally, the chaos and panic that ensued as the ship began to sink made it difficult to conduct a coordinated and efficient evacuation.

The situation onboard California Iron was made even more chaotic by the fact that the ship's wireless equipment had been damaged in the collision with the rock, leaving the crew unable to send out a distress signal to other ships in the area. The captain and crew were forced to rely on traditional methods of signaling for help, such as sending up flares and using semaphore flags to try and attract the attention of passing ships. As the ship continued to take on water and list to one side, the crew struggled to maintain order and get the passengers into the lifeboats. Some of the lifeboats were launched without proper supervision, and many became overcrowded, causing some to capsize and others to become tangled in the ship's rigging.

As the California Iron continued to take on water, the crew desperately tried to keep the ship afloat while simultaneously continuing evacuation efforts. However, the damage sustained in the collision was too severe, and the ship began to sink at an alarming rate. Despite the crew's best efforts any passengers were left stranded on the sinking ship or forced to jump into the water to try to swim to safety. The lack of lifeboats on the ship was also a significant factor in the loss of life. The crew worked frantically to rescue as many passengers as possible, but with the ship sinking rapidly, their efforts were ultimately in vain. As the ship slipped beneath the waves, many passengers were left clinging to debris in the water, struggling to stay afloat.

The SS Jubilee, a passing ship, was finally able to spot the wreckage of the California Iron several hours after the collision had taken place. The crew of the Jubilee immediately launched their own lifeboats to assist in the rescue of survivors. Many of those who had managed to board the lifeboats were quickly picked up by the crew of the Jubilee, but tragically, many others had already perished in the disaster. The disaster claimed the lives of many passengers and crew members, including the highly respected Capt. Caballería and several other senior officers. The final death toll was staggering, with 1,356 people perishing in the disaster.

Aftermath

The sinking of the California Iron was a tragedy that shook the world and raised many questions about the safety and preparedness of ocean liners of the time. The loss of so many lives was a devastating blow, and it was a reminder of the inherent dangers of travel by sea. The disaster raised many questions about the preparedness of ocean liners of the time and the standards of safety they adhered to. Critics argued that the lack of adequate lifeboats on the California Iron was a significant factor in the loss of life. The fact that the ship's wireless equipment was damaged in the collision and that it took several hours for another ship to spot the wreckage and come to the rescue further highlighted the inadequacies in the safety measures in place at the time.

An inquiry was launched to investigate the cause of the disaster and to determine whether any negligence or wrongdoing had occurred. The inquiry was led by a panel of experts and included testimony from surviving crew members, passengers, and other witnesses. The inquiry ultimately concluded that the primary cause of the disaster was the ship's failure to properly navigate the dangerous waters of the Rymoorian Islands, which resulted in the collision with an underground rock. The lack of adequate lifeboats on the ship was also identified as a contributing factor to the loss of life. The findings of the inquiry led to significant changes in maritime safety regulations and practices, including the requirement for all ships to carry sufficient lifeboats for all passengers and crew and the establishment of stricter guidelines for navigating dangerous waters.

The inquiry also led to the development of new technologies and safety procedures for ships, including new ways to detect underwater hazards and the implementation of emergency drills and training for crew members.