View source for RMS Olympic

{{Short description|British transatlantic liner (1911–1935)}}
{{Use British English|date=May 2012}}
{{Use dmy dates|date=September 2020}}
{| {{Infobox ship begin}}
{{Infobox ship image
| Ship image = Olympic in New York cropped.jpg
| Ship caption = RMS ''Olympic'' arriving at [[New York City|New York]] on her maiden voyage, 21 June 1911
}}
{{Infobox ship career
| Hide header = 
| Ship country = United Kingdom
| Ship flag = {{shipboxflag|United Kingdom|government}}
| Ship name = RMS ''Olympic''
| Ship owner = *[[White Star Line]] 1911–34
*[[Cunard-White Star Line]] 1934–35
| Ship operator = *[[File:White Star flag NEW.svg|25px]] [[White Star Line]] 1911–34
*[[File:Cunard White Star Line Logo.JPG|25px]] [[Cunard-White Star Line]] 1934–35
| Ship registry = [[Liverpool]]
| Ship route = [[Southampton]] – [[Cherbourg-en-Cotentin|Cherbourg]] – [[Cobh|Queenstown]] – [[New York City]]
| Ship ordered = 1907
| Ship builder = [[Harland & Wolff]], [[Belfast]]
| Ship original cost = $7.5&nbsp;million (USD)
| Ship yard number = 400
| Ship way number = 347
| Ship laid down = 16 December 1908
| Ship launched = 20 October 1910
| Ship completed = 31 May 1911
| Ship acquired = 
| Ship maiden voyage = 14 June 1911
| Ship in service = 1911–1935
| Ship out of service = 12 April 1935
| Ship identification = *UK [[official number]] 131346
*[[Code letters]] HSRP (until 1933)
*{{ICS|Hotel}}{{ICS|Sierra}}{{ICS|Romeo}}{{ICS|Papa}}
*[[Wireless telegraphy|Wireless]] [[Maritime call sign|call sign]] MKC (until 1933)
*Call sign GLSQ (1930 onward)
*{{ICS|Golf}}{{ICS|Lima}}{{ICS|Sierra}}{{ICS|Quebec}}
| Ship fate = [[Ship breaking|Scrapped]] 1935–37
| Ship notes = 
}}
{{Infobox ship characteristics
| Hide header = 
| Header caption = 
| Ship class = {{sclass|Olympic|ocean liner}}
| Ship tonnage = 45,324 [[gross register ton]]s; 46,358 after 1913; 46,439 after 1920
| Ship displacement = 52,067 [[ton]]s
| Ship length = {{convert|882|ft|9|in|m|1|abbr=on}}{{sfn|Chirnside|2015|p=34}}
| Ship beam = {{convert|92|ft|9|in|m|1|abbr=on}}
| Ship height = 175 ft (53.4 m) (keel to top of funnels)|Type: Passenger ship
| Ship draught = {{convert|34|ft|7|in|m|1|abbr=on}}
| Ship depth = 
| Ship decks = 9 decks (8 for passengers and 1 for crew)
| Ship deck clearance = 
| Ship ice class = 
| Ship power = 24 double-ended (six furnace) and 5 single-ended (three furnace) Scotch boilers originally coal burning, later converted to oil fired in 1919. Two four-cylinder triple-expansion [[reciprocating engine]]s each producing 15,000 [[horsepower|hp]] for the two outboard wing propellers at 85 revolutions per minute. One low-pressure turbine producing 16,000 hp. Total 46,000 hp,{{sfn|Chirnside|2004|pp=43–44}} however capable of 59,000 hp at full speed.{{sfn|Chirnside|2015|p=39}}
| Ship propulsion = Two bronze three-bladed wing <span class="plainlinks">[[Propeller#Screw propellers|propellers]]</span>. One bronze four-bladed centre propeller.
| Ship speed = * {{convert|21|kn|km/h mph|0|lk=in}} (service, 1911)
* {{convert|23|kn|km/h mph|0}} (service, 1933)
* {{convert|24.2|kn|km/h mph|0}} (Max Speed){{sfn|Chirnside|2015|p=246}}
| Ship capacity = 2,435 passengers
| Ship crew = 950
| Ship notes = 
}}
|}

'''[[Royal Mail Ship|RMS]] ''Olympic''''' was a British [[ocean liner]] and the [[lead ship]] of the [[White Star Line]]'s trio of {{sclass|Olympic|ocean liner|0}} liners. ''Olympic'' had a career spanning 24 years from 1911 to 1935, in contrast to her short-lived sister ships, ''[[Titanic]]'' and {{HMHS|Britannic||2}}. This included service as a [[troopship]] during the [[First World War]], which gained her the nickname ''"Old Reliable"'', and during which she rammed and sank the U-boat [[SM U-103|''U-103'']]. She returned to civilian service after the war, and served successfully as an ocean liner throughout the 1920s and into the first half of the 1930s, although increased competition, and the slump in trade during the [[Great Depression]] after 1930, made her operation increasingly unprofitable. ''Olympic'' was withdrawn from service and sold for scrap on 12 April 1935 which was completed in 1937.

''Olympic'' was the [[Timeline of largest passenger ships|largest ocean liner]] in the world for two periods during 1910–13, interrupted only by the brief tenure of the slightly larger {{Ship|2=Titanic}}, which had the same dimensions but higher gross register tonnage, before the German {{SS|Imperator}} went into service in June 1913. ''Olympic'' also held the title of the largest British-built liner until {{RMS|Queen Mary}} was launched in 1934, interrupted only by the short careers of ''Titanic'' and ''Britannic''.<ref>Chirnside, Mark, [http://www.markchirnside.co.uk/rms_olympic_specification.html RMS ''Olympic'' Specification File] (November 2007)</ref><ref name="thegreatoceanliners"/> The other two ships in the class had short service lives: in 1912, ''Titanic'' collided with an iceberg on her maiden voyage and [[sinking of the Titanic|sank]] in the [[Atlantic Ocean|North Atlantic]]; ''Britannic'' never operated in her intended role as a passenger ship, instead serving as a [[hospital ship]] during the First World War until she hit a [[Naval mine|mine]] and sank in the [[Aegean Sea]] in 1916.

== Background and construction ==
[[File:Olympic under construction.JPG|thumb|left|''Olympic'' under construction, {{circa}} 1909. The [[Arrol Gantry]] can be seen towering over the ship. {{Ship|2=Titanic}}'s keel is visible to the left]]
Built in [[Belfast]], Ireland<!--DO NOT ALTER, Northern Ireland did not exist in 1912!-->,<ref>{{Cite web|url=https://discovernorthernireland.com/things-to-do/attractions/titanic/rms-brittanicolympic-and-titanic/|title = Things to do in Northern Ireland}}</ref> ''Olympic'' was the first of the three {{sclass|Olympic|ocean liner|1}}s – the others being {{Ship|2=Titanic}} and {{HMHS|Britannic|3=2}}.{{sfn|Chirnside|2004|p=319}} They were the largest vessels built for the British shipping company [[White Star Line]], which was a fleet of 29 steamers and tenders in 1912.{{sfn|Beveridge|Hall|2004|p=27}} The three ships had their genesis in a discussion in mid-1907 between the White Star Line's chairman, [[J. Bruce Ismay]], and the American financier [[J. Pierpont Morgan]], who controlled the White Star Line's parent corporation, the [[International Mercantile Marine Co.]] The White Star Line faced a growing challenge from its main rivals [[Cunard Line|Cunard]], which had just launched {{RMS|Lusitania||2}} and {{RMS|Mauretania|1906|2}} – the fastest passenger ships then in service – and the German lines [[Hamburg America Line|Hamburg America]] and [[Norddeutscher Lloyd]].<ref>{{harvnb|Le Goff|1998|pp=32–33}}.</ref> Ismay preferred to compete on size and economics rather than speed and proposed to commission a new class of liners that would be bigger than anything that had gone before as well as being the last word in comfort and luxury. The company sought an upgrade in their fleet primarily in response to the largest Cunarders but also to replace their largest and now outclassed ships from 1890, {{RMS|Teutonic}} and {{RMS|Majestic|1889|6}}. The former was replaced by ''Olympic'' while ''Majestic'' was replaced by ''Titanic''. ''Majestic'' would be brought back into her old spot on White Star's New York service after ''Titanic''{{'}}s loss.
[[File:Olympic Titanic Belfast.jpg|left|thumb|''Olympic'' painted grey and ready for launching, {{circa}} 1910. {{Ship|2=Titanic}} under construction, is visible to the left]]
The ships were built in Belfast by [[Harland & Wolff]], who had a long-established relationship with the White Star Line dating back to 1867.<ref>{{harvnb|Chirnside|2004|p=18}}.</ref> Harland and Wolff were given a great deal of latitude in designing ships for the White Star Line; the usual approach was for the latter to sketch out a general concept which the former would take away and turn into a ship design. Cost considerations were relatively low on the agenda and Harland and Wolff was authorised to spend what it needed on the ships, plus a five per cent profit margin.{{sfn|Bartlett|2011|p=25}} In the case of the ''Olympic''-class ships, a cost of £3&nbsp;million for the first two ships was agreed plus "extras to contract" and the usual five per cent fee.{{sfn|Hutchings|de Kerbrech|2011|p=12}}

Harland and Wolff put their designers to work designing the ''Olympic''-class vessels. It was overseen by [[William Pirrie, 1st Viscount Pirrie|Lord Pirrie]], a director of both Harland and Wolff and the White Star Line; [[Naval architecture|naval architect]] [[Thomas Andrews (shipbuilder)|Thomas Andrews]], the managing director of Harland and Wolff's design department; Edward Wilding, Andrews' deputy and responsible for calculating the ship's design, stability and trim; and [[Alexander Carlisle]], the shipyard's chief draughtsman and general manager.{{sfn|Hutchings|de Kerbrech|2011|p=14}} Carlisle's responsibilities included the decorations, equipment and all general arrangements, including the implementation of an efficient [[lifeboat (shipboard)|lifeboat]] [[davit]] design.{{sfn|McCluskie|1998|p=20}}<ref name=MC19>{{harvsp|Chirnside|2004|p=19}}.</ref>

[[File:Launch of Olympic.jpg|thumb|left|The launch of ''Olympic'' on 20 October 1910]]
On 29 July 1908, Harland and Wolff presented the drawings to Bruce Ismay and other White Star Line executives. Ismay approved the design and signed three "letters of agreement" two days later authorising the start of construction.{{sfn|Eaton|Haas|1995|p=55}} At this point the lead ship – which was later to become ''Olympic'' – had no name, but was referred to simply as "Number 400", as it was Harland and Wolff's four hundredth hull. ''Titanic'' was based on a revised version of the same design and was given the number 401.{{sfn|Eaton|Haas|1995|p=56}} Bruce Ismay's father [[Thomas Henry Ismay]] had previously planned to build a ship named ''Olympic'' as a sister ship to {{RMS|Oceanic|1899|2}}. The senior Ismay died in 1899 and the order for the ship was cancelled.<ref>[http://www.thegreatoceanliners.com/oceanic2.html Oceanic II] {{Webarchive|url=https://web.archive.org/web/20170521021644/http://www.thegreatoceanliners.com/oceanic2.html |date=21 May 2017 }} – thegreatoceanliners.com</ref>

Construction of ''Olympic'' began three months before ''Titanic'' to ease pressures on the shipyard. Several years would pass before ''Britannic'' would be launched. To accommodate the construction of the class, Harland and Wolff upgraded their facility in Belfast; the most dramatic change was the combining of three slipways into two larger ones. ''Olympic'' and ''Titanic'' were constructed side by side.<ref name=MC19/> ''Olympic''{{'}}s [[keel]] was laid on 16 December 1908 and she was launched on 20 October 1910, without having been christened beforehand.{{sfn|Chirnside|2004|p=319}} By tradition, the White Star Line never christened any of their vessels and for the launch the hull was painted in a light grey colour for photographic purposes; a common practice of the day for the first ship in a new class, as it made the lines of the ship clearer in the black-and-white photographs.<ref>{{harvnb|Piouffre|2009|p=52}}.</ref> The launch was filmed both in black and white and in [[Kinemacolor]], with only the black and white footage surviving.<ref>{{Cite web |last=McKernan |first=Luke |title=Twenty famous films |url=https://www.charlesurban.com/films_twenty.html |access-date= |website=Charles Urban}}</ref><ref>{{Cite book |url=http://archive.org/details/McGillLibrary-rbsc_catalogue-kinemacolor_ColgateIXNaturalColor-17612 |title=Catalogue of Kinemacolor Film Subjects |publisher=McGill University Library |year=1913 |pages=78–79 |language=}}</ref> The launches of ''Titanic'' and ''Britannic'' were also filmed, though only ''Britannic'''s survived.<ref>{{Cite web|url=https://www.williammurdoch.net/articles_30_olympic_class_film_archive.html#1|title = "Olympic Class" Film Archive (1908–1937) &#124; William Murdoch}}</ref> Her hull was repainted black following the launch.<ref name="thegreatoceanliners"/> The ship was then dry-docked for fitting out.

[[File:RMS Olympic's propellers.jpg|thumb|272x272px|''Olympic''{{'s}} propellers (1924)]]
''Olympic'' was driven by three propellers. The two three-bladed wing propellers were driven by two triple-expansion engines, while the four-bladed central propeller was driven by a turbine that used recovered steam escaping from the triple-expansion engines.<ref>{{harvnb|Chirnside|2004|pp=29–30}}.</ref> The use of escaped steam was tested on the {{SS|Laurentic|1909|6}} two years earlier.<ref>[http://www.geocities.com/White_Star_Liners/Laurentic-I.html « SS ''Laurentic'' (I) »], ''White Star Liners''. Accessed 29 June 2009.</ref>

==Lifeboats==
[[File:Lifeboats on Olympic Boat Deck.jpg|thumb|left|The boat deck of ''Olympic'', with her original lifeboat configuration, seen from the ship's starboard side]]
''Olympic''{{'s}} lifeboat arrangement in 1911–12 was identical to ''Titanic''{{'s}}{{snd}}fourteen regulation boats, two emergency cutters and the White Star complement of four collapsible boats.<ref>[https://chroniclingamerica.loc.gov/lccn/sn85042405/1912-04-18/ed-1/seq-1/#date1=1912&sort=relevance&rows=20&words=TITANIC+Titanic&searchType=basic&sequence=0&index=4&state=&date2=1912&proxtext=Titanic&y=0&x=0&dateFilterType=yearRange&page=2 Jamestown Weekly Alert] Titanic lacking in safety devices; Jamestown North Dakota, Thursday 18 April 1912</ref> Two collapsibles were stored (collapsible C and D) broken down under the lead boats on the port and starboard sides. The final two collapsibles were stored on the top of the officers' quarters on either side of the number one funnel. Collapsible lifeboat B was stored on the port side roof of the officers quarters and collapsible lifeboat A was on the starboard side on the roof of the officers quarters.

== Features ==
{{Main|Olympic-class ocean liner#Specification}}
[[File:Grand Staircase aboard the RMS Olympic (William H. Rau 1911).jpg|alt=|thumb|The Grand Staircase of ''Olympic'']]

''Olympic'' was designed as a luxury ship; ''Titanic''{{'s}} passenger facilities, fittings, deck plans and technical facilities were largely identical to ''Olympic'', although with some small variations.<ref name="titanico">{{cite web|url=http://www.titanicandco.com/olympic.html|title=RMS Olympic – The Old Reliable|work=titanicandco.com|access-date=19 April 2012|archive-date=14 May 2013|archive-url=https://web.archive.org/web/20130514050845/http://www.titanicandco.com/olympic.html|url-status=dead}}</ref> The [[First class travel|first-class]] passengers enjoyed luxurious cabins, and some were equipped with private bathrooms. First-class passengers could have meals in the ship's large and luxurious dining saloon or in the more intimate A La Carte Restaurant. There was a lavish [[Grand Staircase of the Titanic|Grand Staircase]], built only for the ''Olympic''-class ships, along with three lifts that ran behind the staircase down to E deck,<ref>{{in lang|fr}} [http://pagesperso-orange.fr/titanic/page58.htm ''Les escaliers de 1 Classe''], le Site du Titanic. Retrieved 30 July 2009</ref> a [[Georgian architecture|Georgian-style]] smoking room, a Veranda Café decorated with palm trees,<ref>{{in lang|fr}} [http://pagesperso-orange.fr/titanic/page24#lieux ''La Vie à bord du Titanic''] {{Webarchive|url=https://web.archive.org/web/20210106102335/https://titanic.pagesperso-orange.fr/page24#lieux |date=6 January 2021 }}, le Site du Titanic. Retrieved 30 July 2009</ref> a swimming pool, [[Victorian Turkish baths|Victorian Turkish bath]],<ref>{{in lang|fr}} [http://pagesperso-orange.fr/titanic/page76 ''Les Bains Turcs et la Piscine''] {{Webarchive|url=https://web.archive.org/web/20210106102335/https://titanic.pagesperso-orange.fr/page76 |date=6 January 2021 }}, le Site du Titanic. Retrieved 30 July 2009</ref> gymnasium,<ref>{{in lang|fr}} [http://pagesperso-orange.fr/titanic/page145 ''Le Gymnase''] {{Webarchive|url=https://web.archive.org/web/20210106102430/https://titanic.pagesperso-orange.fr/page145 |date=6 January 2021 }}, le Site du Titanic. Retrieved 30 July 2009</ref> and several other places for meals and entertainment.

The second-class facilities included a smoking room, a library, a spacious dining room, and a lift.<ref name="thegreatoceanliners"/><ref name="Olympiclikecity">[http://www.encyclopedia-titanica.org/olympic-like-city.html New York Times – Olympic Like A City – 18 June 1911] encyclopedia-titanica.org</ref>

Finally, the third-class passengers enjoyed reasonable accommodation compared to other ships. Instead of large dormitories offered by most ships of the time, the third-class passengers of ''Olympic'' travelled in cabins containing two to ten bunks. Facilities for the third class included a smoking room, a common area, and a dining room.<ref name="thegreatoceanliners"/><ref name="Olympiclikecity"/>

''Olympic'' had a cleaner, sleeker look than other ships of the day: rather than fitting her with bulky exterior air vents, Harland and Wolff used smaller air vents with electric fans, with a "dummy" fourth funnel used for additional ventilation. For the power plant Harland and Wolff employed a combination of [[reciprocating engines]] with a centre low-pressure [[steam turbine|turbine]], as opposed to the steam turbines used on Cunard's ''Lusitania'' and ''Mauretania''.{{sfn|Chirnside|2004|p=28}} White Star had successfully tested this engine configuration on the earlier liner {{SS|Laurentic|1908|6}}, where it was found to be more economical than expansion engines or turbines alone. ''Olympic'' consumed 650 tons of coal per 24 hours with an average speed of 21.7 knots on her maiden voyage, compared to 1,000 tons of coal per 24 hours for both ''Lusitania'' and ''Mauretania''.<ref>{{cite web|url=http://www.merchantnavyofficers.com/cunard6.html|title=RMS Mauretania}}</ref>

==Differences from ''Titanic''==
[[File:Olympic and Titanic.jpg|thumb|''Olympic'' (left) being manoeuvred into dry dock in Belfast for repairs on the morning of 2 March 1912 after throwing a propeller blade. ''Titanic'' (right) is moored at the fitting-out wharf. ''Olympic'' would sail for Southampton on 7 March, concluding the last time the two ships would be photographed together.]]

The ''Olympic'' and ''Titanic'' were nearly identical, and were based on the same core design. A few alterations were made to ''Titanic'' and later on ''Britannic'' which were based on experience gained from ''Olympic''{{'}}s first year in service. The most noticeable of these was that the forward half of ''Titanic''{{'}}s A Deck promenade was enclosed by a steel screen with sliding windows, to provide additional shelter, whereas ''Olympic''{{'}}s promenade deck remained open along its whole length. The additional enclosed volume was a major contributor to ''Titanic''{{'}}s increased [[gross register tonnage]] of 46,328 tons over ''Olympic''{{'}}s 45,324 tons, which allowed ''Titanic'' to claim the title of largest ship in the world.<ref>{{cite book|last=Chirnside|first=Mark|title=The 'Olympic' Class Ships|year=2011|publisher=The History Press|isbn=978-0-7524-5895-3|pages=142}}</ref>

Additionally, the B-Deck First-Class promenade decks installed on ''Olympic'' had proven to be scarcely used because of the already ample promenade space on A-Deck. Accordingly, [[Thomas Andrews]] eliminated this feature on ''Titanic'' and built additional, enlarged staterooms with en-suite bathrooms. It also allowed a Café Parisien in the style of a French sidewalk café to be added as an annexe to the À la Carte Restaurant, and for the Restaurant itself to be expanded to the Port-side of the ship. One drawback of this was that the Second-Class promenade space on B-Deck was reduced aboard ''Titanic''.

A reception area for the restaurant was added in the foyer of the B-Deck aft Grand Staircase on ''Titanic'', which did not exist on ''Olympic'', and the main reception room on D-Deck was also slightly enlarged. {{convert|50|ft|m|adj=on}} private promenade decks were added to the two luxury parlour suites on B-Deck on ''Titanic'', as well as additional First-Class gangway entrances on B-Deck. Cosmetic differences also existed between the two ships, most noticeably concerning the wider use of [[Axminster Carpets|Axminster]] carpeting in ''Titanic''{{'}}s public rooms, as opposed to the more durable [[linoleum]] flooring on ''Olympic''.

Most of these shortcomings on ''Olympic'' would be addressed in her 1913 refit, which altered the configuration of ''Olympic''{{'}}s First-Class sections to be more like those of ''Titanic''. Although the A-Deck Promenade remained open for the entirety of ''Olympic''{{'}}s career, the B-Deck promenade was vetoed and staterooms added like those on ''Titanic'', as well as a Café Parisien and enlarged restaurant. The 1913 refit also included modifications for greater safety after the loss of the ''Titanic'', including the addition of extra lifeboats and the addition of an inner watertight skin in the hull along about half the length of the ship. An extra watertight compartment was added bringing the total of watertight compartments to 17. Five watertight bulkheads were raised to B deck. Along with these improvements there were many others included in the 1913 refit.<ref name="The Titanic's Forgotten Sister">{{cite web |url=https://www.forbes.com/sites/berniecarlson/2019/01/01/the-titanics-forgotten-sister/#393849af2706|website=Forbes|date=1 January 2018|title=The Titanic's Forgotten Sister|access-date=2 January 2019}}</ref>

== Career ==
Following completion, ''Olympic'' started her [[sea trial]]s on 29 May 1911 during which her manoeuvrability, compass, and wireless telegraphy were tested. No speed test was carried out.<ref>{{harvnb|Chirnside|2004|p=41}}.</ref> She completed her sea trial successfully. ''Olympic'' then left Belfast bound for [[Liverpool]], her port of [[ship registration|registration]], on 31 May 1911. As a [[publicity stunt]] the White Star Line timed the start of this first voyage to coincide with the [[RMS Titanic#Construction, launch and fitting-out|launch of ''Titanic'']]. After spending a day in Liverpool, open to the public, ''Olympic'' sailed to [[Southampton]], where she arrived on 3 June, to be made ready for her maiden voyage.<ref>{{cite web|url=http://www.whitestarhistory.com/olympic|title=RMS Olympic|work=whitestarhistory.com}}</ref><ref>{{harvnb|Piouffre|2009|p=61}}.</ref><ref name=MC42>{{harvnb|Chirnside|2004|p=42}}.</ref> Her arrival generated enthusiasm from her crew and newspapers.<ref>{{harvnb|Chirnside|2004|pp=43–44}}.</ref> The deep-water dock at Southampton, then known as the "''White Star Dock''" had been specially constructed to accommodate the new ''Olympic''-class liners, and had opened in 1911.<ref>{{cite journal |title=The Huge New Dock at Southampton |url=https://babel.hathitrust.org/cgi/pt?id=mdp.39015039634822;view=1up;seq=118 |publisher=Scientific American Supplement |date=19 August 1911 |volume=72 |issue=1859 |page=114 |location=New York |access-date=28 December 2017 |journal=Scientific American | doi=10.1038/scientificamerican08191911-114supp |archive-date=6 January 2021 |archive-url=https://web.archive.org/web/20210106103913/https://babel.hathitrust.org/cgi/pt?id=mdp.39015039634822&view=1up&seq=118 |url-status=live }}</ref>

Her maiden voyage commenced on 14 June 1911 from Southampton, calling at [[Cherbourg Harbour|Cherbourg]] and [[Cobh|Queenstown]], and reaching New York City on 21 June, with 1,313 passengers on board (489 first class, 263 second class and 561 third class).<ref>[http://www.encyclopedia-titanica.org/maidenvoyagemysteries.html Olympic and Titanic: Maiden Voyage Mysteries, by Mark Chirnside and Sam Halpern] {{Webarchive|url=https://web.archive.org/web/20210106104001/https://www.encyclopedia-titanica.org/maiden-voyage-mysteries.html |date=6 January 2021 }} – encyclopaedia-titanica. org</ref> The maiden voyage was captained by [[Edward Smith (sea captain)|Edward Smith]] who would perish the following year in the ''Titanic'' disaster.{{sfn|Chirnside|2004|p=45}} Designer [[Thomas Andrews (shipbuilder)|Thomas Andrews]] was present for the passage to New York and return, along with a number of engineers with Bruce Ismay and Harland and Wolff's "Guarantee Group" who were also aboard for them to spot any problems or areas for improvement.<ref>{{harvnb|Chirnside|2004|p=60}}.</ref> Andrews would also lose his life in the ''Titanic'' disaster.<ref>{{cite web|url=http://www.titanic-titanic.com/thomas_andrews.shtml|title=ANDREWS, Mr Thomas – Titanic First Class Passenger Biography|work=titanic-titanic.com|access-date=20 April 2012|archive-date=15 January 2010|archive-url=https://web.archive.org/web/20100115122619/http://titanic-titanic.com/thomas_andrews.shtml|url-status=live}}</ref>

As the largest ship in the world, and the first in a new class of [[Superliner (passenger ship)|superliners]], ''Olympic''{{'}}s maiden voyage attracted considerable worldwide attention from the press and public. Following her arrival in New York, ''Olympic'' was opened up to the public and received over 8,000 visitors. More than 10,000 spectators watched her depart from New York harbour, for her first return trip. There were 2,301 passengers on board for the return voyage (731 first class, 495 second class and 1,075 third class).<ref>{{cite book|last=Chirnside|first=Mark|title=The 'Olympic' Class Ships|year=2011|publisher=The History Press|isbn=978-0-7524-5895-3|pages=59}}</ref> During her third crossing, an observer of the [[Cunard Line]] was on board, in search of ideas for their new ship then under construction, the {{RMS|Aquitania||2}}.<ref>{{harvnb|Chirnside|2004|pp=62–63}}.</ref>

=== ''Hawke'' collision ===
[[File:Hawke - Olympic collision.JPG|left|thumb|Images documenting the damage to ''Olympic'' (left) and ''Hawke'' (right) following their collision ([[:File:Olympic Hawke collision damage.jpg|other view here]])]]
''Olympic''{{'}}s first major mishap occurred on her fifth voyage on 20 September 1911, when she collided with the British [[cruiser]] {{HMS|Hawke|1891|6}}.<ref>{{harvnb|Chirnside|2004|p=67}}.</ref> The collision took place as ''Olympic'' and ''Hawke'' were running parallel to each other through the [[Solent]]. As ''Olympic'' turned to starboard, the wide radius of her turn took the commander of ''Hawke'' by surprise, and he was unable to take sufficient avoiding action.<ref name="Marriott"/> ''Hawke''{{'}}s bow, which had been designed to sink ships by [[Naval ram|ramming]] them, collided with ''Olympic''{{'}}s starboard side near the stern,<ref>{{harvnb|Chirnside|2004|p=81}}.</ref> tearing two large holes in ''Olympic''{{'}}s hull, above and below the waterline, resulting in the flooding of two of her watertight [[Compartment (ship)|compartments]] and a twisted propeller shaft. ''Olympic'' settled slightly by the stern,<ref>{{Cite book | url=https://books.google.com/books?id=aG4TDQAAQBAJ | isbn=9780750963480 | title=RMS Olympic: Titanic's Sister | date=7 September 2015 | publisher=The History Press }}</ref> but in spite of the damage was able to return to Southampton under her own power; no one was killed or seriously injured. HMS ''Hawke'' suffered severe damage to her bow and nearly capsized;<ref name="titanico"/><ref>{{cite web|url=http://perdurabo10.tripod.com/ships/id45.html|title=Olympic|work=tripod.com|access-date=24 April 2012|archive-date=4 July 2013|archive-url=https://web.archive.org/web/20130704030245/http://perdurabo10.tripod.com/ships/id45.html|url-status=live}}</ref> Hawke was repaired, but sunk by the German [[U-boat]] {{SMU|U-9}} in October 1914.

[[Edward Smith (sea captain)|Captain Edward Smith]] was in command of ''Olympic'' at the time of the incident. Two crew members, stewardess [[Violet Jessop]] and stoker [[Arthur John Priest]],<ref>[https://www.bbc.co.uk/news/uk-northern-ireland-17543632 "Titanic's unsinkable stoker"] {{Webarchive|url=https://web.archive.org/web/20181008221541/https://www.bbc.co.uk/news/uk-northern-ireland-17543632 |date=8 October 2018 }} BBC News 30 March 2012</ref> survived not only the collision with ''Hawke'' but also the later sinking of ''Titanic'' and the 1916 sinking of ''Britannic'', the third ship of the class.<ref>{{harvnb|Beveridge|Hall|2004|p=76}}</ref><ref>{{harvnb|Piouffre|2009|p=89}}.</ref>

At the subsequent inquiry the [[Royal Navy]] blamed ''Olympic'' for the incident, alleging that her large displacement generated a suction that pulled ''Hawke'' into her side.<ref>{{cite book |last1=Bonner |first1=Kit |last2=Bonner |first2=Carolyn |title=Great Ship Disasters |publisher=MBI Publishing Company |year=2003 |pages=33–34 |isbn=978-0-7603-1336-7}}</ref><ref>{{cite magazine |url= https://books.google.com/books?id=4-EDAAAAMBAJ&q=Popular+Mechanics+1931+curtiss&pg=PA218 |title=Why A Huge Liner Runs Amuck |magazine=Popular Mechanics |access-date=29 February 2012 |date=February 1932 |publisher=Hearst Magazines |archive-date=6 January 2021 |archive-url= https://web.archive.org/web/20210106104008/https://books.google.com/books?id=4-EDAAAAMBAJ&q=Popular+Mechanics+1931+curtiss&pg=PA218 |url-status=live}}</ref> The ''Hawke'' incident was a financial disaster for ''Olympic''{{'}}s operator. A legal argument ensued which decided that the blame for the incident lay with ''Olympic'' and, although the ship was technically under the control of the [[harbour pilot]], the White Star Line was faced with large legal bills and the cost of repairing the ship, and keeping her out of revenue service made matters worse.<ref name="Marriott">{{cite book|last=Marriott|first=Leo|title=TITANIC|year=1997|publisher=PRC Publishing Ltd|isbn=1-85648-433-5}}</ref><ref name=ArP2>[http://olympic.50webs.com/history2.html « Maiden Voyage – Collision With HMS ''Hawke'' »] {{webarchive|url=https://web.archive.org/web/20090622204538/http://olympic.50webs.com/history2.html |date=22 June 2009 }}, ''RMS ''Olympic'' archive''. Accessed 21 May 2009.</ref><ref name=MC76>{{harvnb|Chirnside|2004|p=76}}.</ref> However, the fact that ''Olympic'' endured such a serious collision and stayed afloat appeared to vindicate the design of the ''Olympic''-class liners, and reinforced their "unsinkable" reputation.<ref name="Marriott"/>

It took two weeks for the damage to ''Olympic'' to be patched up sufficiently to allow her to return to Belfast for permanent repairs, which took just over six weeks to complete.<ref name=Piouffre_p70>{{harvnb|Piouffre|2009|p=70}}.</ref> To expedite repairs, Harland and Wolff was obliged to replace ''Olympic''{{'}}s damaged propeller shaft with one from ''Titanic'', delaying the latter's completion.<ref>{{harvnb|Chirnside|2004|pp=69–70}}.</ref> By 20 November 1911 ''Olympic'' was back in service, but, on 24 February 1912, suffered another setback when she lost a propeller blade on an eastbound voyage from New York, and once again returned to her builder for repairs. To return her to service as soon as possible, Harland & Wolff again had to pull resources from ''Titanic'', delaying her maiden voyage by three weeks, from 20 March to 10 April 1912.<ref name=Piouffre_p70/><ref>{{cite web |url=http://www.cruiseserver.net/travelpage/ships/ws_titanic.asp |title=Classic Liners and Cruise Ships – RMS Titanic |publisher=Cruiseserver.net |access-date=16 July 2009 |archive-date=6 January 2021 |archive-url=https://web.archive.org/web/20210106103858/http://www.cruiseserver.net/travelpage/ships/ws_titanic.asp |url-status=live }}</ref>

=== ''Titanic'' disaster ===
{{Main|Sinking of the RMS Titanic}}
[[File:RMS Olympic near Isle of Wight.jpg|left|thumb|''Olympic'' photographed near the [[Isle of Wight]] in October 1912 after the ''Titanic'' disaster]]
On 14 April 1912, ''Olympic'', now under the command of [[Herbert Haddock|Herbert James Haddock]], was on a return trip from New York. [[Wireless operator]] Ernest James Moore<ref name="Titanic Inquiry Project 1912 2">{{harvnb|Titanic Inquiry Project|1912|p=2}}</ref> received the distress call from ''[[Titanic]]'', when she was approximately 505 miles [[Boxing the compass|west by south]] of ''Titanic''{{'}}s location.<ref name="Titanic Inquiry Project 2012 1">{{cite web |title=United States Senate Inquiry, Day 18, Proces Verbal (SS Olympic) |website=Titanic Inquiry Project |url=https://www.titanicinquiry.org/USInq/AmInq18PVOlympic01.php }}</ref> Haddock calculated a new course, ordered the ship's engines to be set to full power and headed to assist in the rescue.{{sfn|Chirnside|2004|p=76}}

When ''Olympic'' was about {{convert|100|nmi}} away from ''Titanic''{{'}}s last known position, she received a message from [[Arthur Rostron|Captain Rostron]] of Cunard's {{RMS|Carpathia}}, which had arrived at the scene. Rostron explained that ''Olympic'' continuing on course to ''Titanic'' would gain nothing, as "All boats accounted for. About 675 souls saved [...] Titanic foundered about 2:20&nbsp;am."<ref name="Titanic Inquiry Project 2012 1" /> Rostron requested that the message be forwarded to White Star and Cunard. He said that he was returning to harbour in New York.<ref name="Titanic Inquiry Project 2012 1" /> Subsequently, the wireless room aboard ''Olympic'' operated as a clearing room for radio messages.<ref name="Titanic Inquiry Project 2012 1" />

When ''Olympic'' offered to take on the survivors, she was turned down by Rostron under order from Ismay,<ref>{{Cite web|url=http://www.titanicinquiry.org/USInq2/AmInq18PVOlympic02.php|title=TIP {{!}} United States Senate Inquiry {{!}} Day 18 {{!}} Proces-Verbal (SS Olympic), cont.|website=www.titanicinquiry.org|access-date=3 February 2019|archive-date=6 January 2021|archive-url=https://web.archive.org/web/20210106104010/http://www.titanicinquiry.org/USInq2/AmInq18PVOlympic02.php|url-status=live}}</ref> who was concerned that asking the survivors to board a virtual mirror-image of ''Titanic'' would cause them distress.<ref>{{harvnb|Masson|1998|p=87}}.</ref> ''Olympic'' then resumed her voyage to Southampton, with all concerts cancelled as a mark of respect, arriving on 21 April.<ref name="thegreatoceanliners">{{cite web|url=http://www.thegreatoceanliners.com/olympic.html|title=TGOL – Olympic|work=thegreatoceanliners.com|access-date=26 April 2012|archive-date=13 April 2016|archive-url=https://web.archive.org/web/20160413123227/http://www.thegreatoceanliners.com/olympic.html|url-status=live}}</ref><ref name="MC79">{{harvnb|Chirnside|2004|p=79}}.</ref>

Over the next few months, ''Olympic'' assisted with both the [[American Titanic inquiry|American]] and [[British Titanic inquiry|British]] inquiries into the disaster. Deputations from both inquiries inspected ''Olympic''{{'}}s lifeboats, watertight doors and bulkheads and other equipment which were identical to those on ''Titanic''.<ref>{{cite web|url=http://www.titanicinquiry.org/USInq/AmInq18header.php|title=TIP – United States Senate Inquiry – Day 18|work=titanicinquiry.org|access-date=19 May 2012|archive-date=7 April 2012|archive-url=https://web.archive.org/web/20120407114016/http://www.titanicinquiry.org/USInq/AmInq18header.php|url-status=live}}</ref> Sea tests were performed for the British enquiry in May 1912, to establish how quickly the ship could turn two points at various speeds, to approximate how long it would have taken ''Titanic'' to turn after the iceberg was sighted.{{sfn|Chirnside|2004|p=83}}<ref>{{harvnb|Masson|1998|p=111}}.</ref>

=== 1912 strike===
[[File:Scheepvaart, scheepsrampen, SFA022806848.jpg|thumb|left|Stokers on strike]]
[[File:RMS Olympic's new lifeboats.jpg|thumb|''Olympic''{{'s}} new lifeboats, ready to be installed.]]
''Olympic'', like ''Titanic'', did not carry enough lifeboats for everyone on board, and so was hurriedly equipped with additional, second-hand collapsible lifeboats following her return to Britain.<ref name=MC79/> Towards the end of April 1912, as she was about to sail from Southampton to New York, 284 of the ship's [[Fireman (steam engine)|firemen]] went on strike, for fear that the ship's new collapsible lifeboats were not seaworthy.<ref name=Brewster78>{{harvnb|Brewster|Coulter|1998|p=78}}.</ref><ref name=NYT-1912-0425>{{cite news |url= https://timesmachine.nytimes.com/timesmachine/1912/04/25/100531187.pdf |title=Firemen strike; Olympic held |newspaper=[[The New York Times]] |date=25 April 1912 |archive-url= https://web.archive.org/web/20210106103832/https://timesmachine.nytimes.com/timesmachine/1912/04/25/100531187.pdf |access-date=6 January 2021|archive-date=6 January 2021 }}</ref> 100 non-[[trade union|union]] crew were hastily hired from Southampton as replacements, with more being hired from Liverpool.{{sfn|Chirnside|2004|p=78}}

The 40 collapsible lifeboats were transferred from troopships and put on ''Olympic'', and many were rotten and would not open. The crewmen, instead, sent a request to the Southampton manager of the White Star Line that the collapsible boats be replaced by wooden lifeboats; the manager replied that this was impossible and that the collapsible boats had been passed as seaworthy by a [[Board of Trade]] inspector. The men were not satisfied and ceased work in protest.<ref name=NYT-1912-0425/>

On 25 April, a deputation of strikers witnessed a test of four of the collapsible boats. One was unseaworthy and the deputation said that it was prepared to recommend the men return to work if the boats were replaced. However, the strikers now objected to the non-union [[strikebreaker]] crew which had come on board, and demanded that they be dismissed, which the White Star Line refused. Fifty-four sailors then left the ship, objecting to the non-union crew who they claimed were unqualified and therefore dangerous, and refused to sail with them. This led to the scheduled sailing being cancelled.{{sfn|Chirnside|2004|p=78}}<ref>{{cite news |title=Olympic Strikers Make New Demand |newspaper=The New York Times |date=26 April 1912 |url= https://timesmachine.nytimes.com/timesmachine/1912/04/26/104895871.pdf |access-date=13 June 2018 |archive-date=6 January 2021 |archive-url= https://web.archive.org/web/20210106103832/https://timesmachine.nytimes.com/timesmachine/1912/04/26/104895871.pdf |url-status=live}}</ref>

All 54 sailors were arrested on a charge of mutiny when they went ashore. On 4 May 1912, Portsmouth magistrates found the charges against the [[mutineers]] were proven, but discharged them without imprisonment or fine, due to the special circumstances of the case.<ref>{{cite news |title=Free Olympic Mutineers. |newspaper=The New York Times |date=5 May 1912 |url= https://timesmachine.nytimes.com/timesmachine/1912/05/05/100533250.pdf |access-date=13 June 2018 |archive-date=6 January 2021 |archive-url= https://web.archive.org/web/20210106103830/https://timesmachine.nytimes.com/timesmachine/1912/05/05/100533250.pdf |url-status=live}}</ref> Fearing that public opinion would be on the side of the strikers, the White Star Line let them return to work and ''Olympic'' sailed on 15 May.{{sfn|Chirnside|2004|p=83}}

=== Post-''Titanic'' refit ===
[[File:Fred Pansing Olympic.jpg|alt=|thumb|''Olympic'' as she appeared after her refit following the ''Titanic'' disaster, with an increased complement of lifeboats, on a Fred Pansing painting, c. 1912|left]]
On 9 October 1912, White Star withdrew ''Olympic'' from service and returned her to her builders at Belfast to have modifications added to incorporate lessons learned from the ''Titanic'' disaster six months prior, and improve safety.{{sfn|Chirnside|2004|p=84}} The number of lifeboats carried by ''Olympic'' was increased from twenty to sixty-eight, and extra [[davit]]s were installed along the boat deck to accommodate them. An inner watertight skin was also constructed in the boiler and engine rooms, which created a [[double hull]].<ref>{{harvnb|Chirnside|2004|p=85}}.</ref> Five of the watertight [[Bulkhead (partition)|bulkheads]] were extended up to B-Deck, extending to the entire height of the hull. This corrected a flaw in the original design, in which the bulkheads only rose up as far as E or D-Deck, a short distance above the waterline.<ref>{{cite magazine |date=12 March 1913 |title=The Rebuilt ''Olympic'' |magazine=The Nautical Gazette |volume=83 |issue=5 |pages=7–8 |url=https://books.google.com/books?id=BI1knJCQCy4C&pg=RA4-PA7 |access-date=19 September 2018}}</ref> This flaw had been exposed during ''Titanic''{{'}}s sinking, where water spilled over the top of the bulkheads as the ship sank and flooded subsequent compartments. In addition, an extra bulkhead was added to subdivide the electrical dynamo room, bringing the total number of [[Compartment (ship)|watertight compartments]] to seventeen. Improvements were also made to the ship's pumping apparatus. These modifications meant that ''Olympic'' could survive a collision similar to that of ''Titanic'', in that her first six compartments could be breached and the ship could remain afloat.<ref>[http://www.titanicology.com/Modifications_To_Olympic.html Modifications to Olympic following the Titanic disaster] – www.titanicology.com</ref>{{sfn|Chirnside|2004|pp=84–85}}

At the same time, ''Olympic''{{'}}s B Deck underwent a refit, which included extra cabins in place of the covered promenade, more private bathing facilities, an enlarged ''Á La Carte'' restaurant, and a ''Café Parisien'' (another addition that had proved popular on ''Titanic'') was added, offering another dining option to first class passengers. With these changes (and a second refit in 1919 after the war), ''Olympic''{{'}}s gross register tonnage rose to 46,439 tons, 111 tons more than ''Titanic''{{'}}s.<ref name="Miller 2001">{{cite book |last=Miller |first=William H |title=Picture History of British Ocean Liners, 1900 to the Present |publisher=Dover Publications |year=2001 |url= https://archive.org/details/picturehistoryof0000mill |url-access=registration |isbn =978-0-486-41532-1}}</ref><ref>List of on board facilities from the Passenger List (First Class) for the White Star Lines steamer RMS "Olympic" for April 28, 1923 voyage from New York to Southampton.  pp. 9-10</ref>

In March 1913, ''Olympic'' returned to service and briefly regained the title of largest ocean liner in the world, until the German liner {{SS|Imperator}} entered passenger service in June 1913. Following her refit, ''Olympic'' was marketed as the "new" ''Olympic'' and her improved safety features were featured prominently in advertisements.{{sfn|Chirnside|2004|p=87}}<ref name="thegreatoceanliners"/> The ship experienced a short period of tranquility despite a storm in 1914 that broke some of the First Class windows and injured some passengers.<ref name=MC88>{{harvnb|Chirnside|2004|p=88}}.</ref>

=== First World War ===
On 4 August 1914, Britain entered the [[First World War]]. ''Olympic'' initially remained in commercial service under Captain Herbert James Haddock. As a wartime measure, ''Olympic'' was painted in a grey colour scheme, portholes were blocked, and lights on deck were turned off to make the ship less visible. The schedule was hastily altered to terminate at [[Liverpool]] rather than Southampton, and this was later altered again to [[Glasgow]].<ref name="thegreatoceanliners"/><ref name="Olympiclinersp8889">{{cite book|last=Chirnside|first=Mark|title=The 'Olympic' Class Ships|year=2011|publisher=The History Press|isbn=978-0-7524-5895-3|pages=88–89}}</ref>
[[File:Olympic at Mudros.jpg|thumb|HMT ''Olympic'' in grey colour scheme]]
The first few wartime voyages were packed with Americans trapped in Europe, eager to return home; the eastbound journeys carried few passengers. By mid-October, bookings had fallen sharply as the threat from German U-boats became increasingly serious, and White Star Line decided to withdraw ''Olympic'' from commercial service. On 21 October 1914, she left New York for Glasgow on her last commercial voyage of the war, though carrying only 153 passengers.{{sfn|Chirnside|2004|p=88}}<ref name="Olympiclinersp8889"/>

==== ''Audacious'' incident 1914 ====
[[File:HMS Audacious crew take to lifeboats.jpg|thumb|left|The crew of the battleship {{HMS|Audacious|1912|6}} take to lifeboats; amateur photograph taken by Mabel and Edith Smith, passengers on ''Olympic'']]

On the sixth day of her voyage, 27 October, as ''Olympic'' passed near [[Lough Swilly]] off the north coast of Ireland, she received distress signals from the [[battleship]] {{HMS|Audacious|1912|6}}, which had struck a [[Naval mine|mine]] off [[Tory Island]] and was taking on water.{{sfn|Chirnside|2004|pp=89–90}} HMS ''Liverpool'' was in the company of ''Audacious''.

''Olympic'' took off 250 of ''Audacious''{{'}}s crew, then the [[destroyer]] {{HMS|Fury|1911|6}} managed to attach a tow cable between ''Audacious'' and ''Olympic'' and they headed west for Lough Swilly. However, the cable parted after ''Audacious''{{'}}s steering gear failed. A second attempt was made to tow the warship, but the cable became tangled in {{HMS|Liverpool|1909|6}}'s propellers and was severed. A third attempt was tried but also failed when the cable gave way. By 17:00 the ''Audacious''{{'}}s quarterdeck was awash and it was decided to evacuate the remaining crew members to ''Olympic'' and ''Liverpool'', and at 20:55 there was an explosion aboard ''Audacious'' and she sank.{{sfn|Chirnside|2004|p=90}}

Admiral Sir [[John Jellicoe, 1st Earl Jellicoe|John Jellicoe]], Commander of the Home Fleet, was anxious to suppress the news of the sinking of ''Audacious'', for fear of the demoralising effect it could have on the British public, so he ordered ''Olympic'' to be held in custody at Lough Swilly. No communications were permitted and passengers were not allowed to leave the ship. The only people departing her were the crew of ''Audacious'' and Chief Surgeon John Beaumont, who was transferring to {{RMS|Celtic|1901|6}}. Steel tycoon [[Charles M. Schwab]], who was travelling aboard the liner, sent word to Jellicoe that he had urgent business in London with the Admiralty, and Jellicoe agreed to release Schwab if he remained silent about the fate of ''Audacious''. Finally, on 2 November, ''Olympic'' was allowed to go to Belfast where the passengers disembarked.<ref name="Hessen 1990">{{cite book|last=Hessen|first=Robert|title=Steel Titan: The Life of Charles M. Schwab|url=https://books.google.com/books?id=vEsDi_0baWQC&q=as+Germany+had+announced+that+her+U-boats+would+sink+the+Olympic+on+sight&pg=PA211|access-date=26 April 2012|isbn=9780822959069|year=1990|publisher=University of Pittsburgh Press }}</ref>

==== Naval service ====
[[File:Olympic WWI.jpg|thumb|HMT ''Olympic'' in [[dazzle camouflage]] while in service as a [[troopship]] during the First World War]]

Following ''Olympic''{{'}}s return to Britain, the White Star Line intended to lay her up in Belfast until the war was over, but in May 1915 she was requisitioned by the [[British Admiralty|Admiralty]], to be used as a troop transport, along with the Cunard liners {{RMS|Mauretania|1906|2}} and {{RMS|Aquitania|3=2}}. The Admiralty had initially been reluctant to use large ocean liners as [[Troopship|troop transports]] because of their vulnerability to enemy attack; however, a shortage of ships gave them little choice. At the same time, ''Olympic''{{'}}s other sister ship ''Britannic'', which had not yet been completed, was requisitioned as a [[hospital ship]]. Operating in that role she would strike a [[Imperial German Navy|German]] [[naval mine]] and sink in the [[Aegean Sea]] on 21 November 1916.<ref>{{cite book|last=Chirnside|first=Mark|title=The 'Olympic' Class Ships|year=2011|publisher=The History Press|isbn=978-0-7524-5895-3|pages=94}}</ref>

Stripped of her peacetime fittings and now armed with 12-pounders and 4.7-inch guns, ''Olympic'' was converted to a troopship, with the capacity to transport up to 6,000 troops. On 24 September 1915 the newly designated HMT (Hired Military Transport) 2810,<ref>{{cite book |last1=Ponsonby |first1=Charles Edward |title=West Ken (Q. O.) Yeomanry and 10th (yeomanry) Batt. The Buffs, 1914-1919 |date=1920 |publisher=A. Melrose |page=8 |url=https://books.google.com/books?id=K7YBAAAAMAAJ&pg=PA8 |language=en}}</ref> now under the command of [[Bertram Fox Hayes]], left Liverpool carrying 6,000 soldiers to [[Moudros]], Greece for the [[Gallipoli Campaign]]. On 1 October lifeboats from the French ship ''Provincia'' which had been sunk by a U-boat that morning off [[Cape Matapan]] were sighted and 34 survivors rescued by ''Olympic''. Hayes was criticised for this action by the British Admiralty, who accused him of putting the ship in danger by stopping her in waters where enemy U-boats were active. The ship's speed was considered to be her best defence against U-boat attack, and such a large ship stopped would have made an unmissable target. However, the French Vice-Admiral [[Louis Dartige du Fournet]] took a different view, and awarded Hayes with the [[Médaille d’honneur pour acte de courage et de dévouement|Gold Medal of Honour]]. ''Olympic'' made several more trooping journeys to the [[Mediterranean]] until early 1916, when the Gallipoli Campaign was abandoned.<ref>{{cite book|last=Chirnside|first=Mark|title=The 'Olympic' Class Ships|year=2011|publisher=The History Press|isbn=978-0-7524-5895-3|pages=96}}</ref>

[[File:Arthur Lismer - Olympic with Returned Soldiers.jpg|thumb|''Olympic'' in dazzle at [[Pier 2, Halifax|Pier 2]] in [[Halifax, Nova Scotia]], painted by [[Arthur Lismer]]]]
In 1916, considerations were made to use ''Olympic'' to transport troops to [[India]] via the [[Cape of Good Hope]]. However, on investigation it was decided that the ship was unsuitable for this role, because the coal bunkers, which had been designed for transatlantic runs, lacked the capacity for such a long journey at a reasonable speed.<ref>{{cite book|last=Chirnside|first=Mark|title=The 'Olympic' Class Ships|year=2011|publisher=The History Press|isbn=978-0-7524-5895-3|pages=98}}</ref> Instead, from 1916 to 1917, ''Olympic'' was chartered by the [[Canadian Government]] to transport troops from [[Halifax, Nova Scotia]], to Britain.{{sfn|Chirnside|2004|p=98}} In 1917 she gained 6-inch guns and was painted with a [[dazzle camouflage]] scheme to make it more difficult for observers to estimate her speed and heading. Her dazzle colours were brown, dark blue, light blue, and white. Her many visits to [[Halifax Harbour]] carrying Canadian troops safely overseas, and back home after the war at [[Pier 2, Halifax|Pier 2]], made her a favourite symbol in the city of Halifax. Noted [[Group of Seven (artists)|Group of Seven]] artist [[Arthur Lismer]] made several paintings of her in Halifax. A large dance hall, the "Olympic Gardens" was also named in her honour.

After the United States declared war on Germany in 1917, ''Olympic'' transported thousands of American troops to Britain.{{sfn|Chirnside|2004|p=100}}

====Sinking of ''U-103''====
[[File:Olympic after colliding with U-103.webp|thumb|HMT ''Olympic'' after colliding with [[SM U-103|''U-103'']]]]
In the early hours of 12 May 1918, while en route for France in the [[English Channel]] with U.S. troops under the command of Captain Hayes, ''Olympic'' sighted a surfaced U-boat {{convert|500|m|abbr=on}} ahead.{{sfn|Chirnside|2004|p=101}} ''Olympic''{{'}}s gunners opened fire at once, and the ship turned to ram the submarine, which immediately crash dived to {{convert|30|m|abbr=on}} and turned to a parallel course. Almost immediately afterwards ''Olympic'' struck the submarine just aft of her conning tower with her port propeller slicing through {{SMU|U-103||2}}'s pressure hull. The crew of ''U-103'' blew her ballast tanks, scuttled and abandoned the submarine. ''Olympic'' did not stop to pick up survivors, but continued on to Cherbourg. Meanwhile, {{USS|Davis|DD-65|6}} had sighted a distress flare and picked up 31 survivors from ''U-103''. ''Olympic'' returned to Southampton with at least two hull plates dented and her prow twisted to one side, but not breached.<ref name="Gibson 1931">{{cite book |title=The German submarine war, 1914–1918 |last1=Gibson |first1=Richard Henry |last2=Prendergast |first2=Maurice |year=1931 |publisher=Constable |page=304 |url= https://books.google.com/books?id=cfPd9MA6NWYC&q=A+shot+from+the+Olympic%27s&pg=PA304 |access-date=3 May 2011 |isbn=978-1-59114-314-7 |archive-date=6 January 2021 |archive-url= https://web.archive.org/web/20210106104028/https://books.google.com/books?id=cfPd9MA6NWYC&q=A+shot+from+the+Olympic%27s&pg=PA304 |url-status=live}}</ref>

It was subsequently discovered that ''U-103'' had been preparing to torpedo ''Olympic'' when she was sighted, but the crew were not able to flood the two stern torpedo tubes.<ref name="McCartney 2002">{{cite book |last=McCartney |first=Innes |author2=Jak Mallmann-Showell |title=Lost Patrols: Submarine Wrecks of the English Channel |publisher=Periscope Publishing Ltd |year=2002 |page=36 |isbn=978-1-904381-04-4 }}</ref> For his service, Captain Hayes was awarded the [[Distinguished Service Order|DSO]].<ref>{{cite web |url= https://www.thegazette.co.uk/London/issue/30756/supplement/7302 |title=Page 7302 – Supplement 30756, 18 June 1918 – London Gazette – The Gazette |work=thegazette.co.uk |access-date=16 May 2014 |archive-date=6 January 2021 |archive-url= https://web.archive.org/web/20210106103935/https://www.thegazette.co.uk/London/issue/30756/supplement/7302 |url-status=live}}</ref> Some American soldiers on board paid for a [[Commemorative plaque|plaque]] to be placed in one of ''Olympic''{{'}}s lounges to commemorate the event, it read:

<blockquote>This tablet presented by the [[59th Infantry Regiment (United States)|59th Regiment United States Infantry]] commemorates the sinking of the German submarine U103 by ''Olympic'' on May 12th 1918 in latitude 49 degrees 16 minutes north longitude 4 degrees 51 minutes west on the voyage from New York to Southampton with American troops...<ref>{{cite book|last=Chirnside|first=Mark|title=The 'Olympic' Class Ships|year=2011|publisher=The History Press|isbn=978-0-7524-5895-3|pages=101}}</ref> </blockquote>

During the war, ''Olympic'' is reported to have carried up to 201,000 troops and other personnel, burning 347,000 tons of coal and travelling about {{convert|184000|miles|km}}.<ref>{{cite web |author=Kelly Wilson |url=http://members.aol.com/WakkoW5/olympic.html |title=RMS Olympic |publisher=Members.aol.com |date=6 November 2008 |access-date=16 July 2009 |archive-date=2 December 1998 |archive-url=https://web.archive.org/web/19981202151628/http://members.aol.com/WakkoW5/olympic.html |url-status=dead }}</ref> ''Olympic''{{'}}s war service earned her the nickname ''Old Reliable''.{{sfn|Chirnside|2004|p=99}} Her captain was knighted in 1919 for "valuable services in connection with the transport of troops".<ref>{{cite web|url=https://www.thegazette.co.uk/London/issue/31553/supplement/11575|title=Page 11575 – Supplement 31553, 12 September 1919 – London Gazette – The Gazette|work=thegazette.co.uk|access-date=21 May 2014|archive-date=6 January 2021|archive-url=https://web.archive.org/web/20210106103936/https://www.thegazette.co.uk/London/issue/31553/supplement/11575|url-status=live}}</ref>

''Olympic'' holds the unofficial award of being the only passenger liner to ram - and sink - a German U-Boat during the First World War.

=== Post-war ===
[[File:OLYMPIC - Sjöhistoriska museet - Fo192178 (Cropped).jpg|thumb|''Olympic,'' photographed in 1922]]

In August 1919 ''Olympic'' returned to Belfast for restoration to civilian service. The interiors were modernised and the boilers were converted to oil firing rather than coal burning. This modification would reduce the refuelling time from days to 5 or 6 hours; it also gave a steadier engine R.P.M and allowed the engine room personnel to be reduced from 350 to 60 people.{{sfn|Chirnside|2004|p=103}} During the conversion work and drydocking, a dent with a crack at the centre was discovered below her waterline which was later concluded to have been caused by a torpedo that had failed to detonate.<ref>[http://www.titanic-titanic.com/olympic_2.shtml Olympic II] {{Webarchive|url=https://web.archive.org/web/20210106104015/http://www.titanic-titanic.com/olympic-ii/ |date=6 January 2021 }} titanic-titanic.com</ref><ref>{{harvnb|Chirnside|2004|p=102}}.</ref> The historian Mark Chirnside concluded that the faulty torpedo had been fired by the U-boat [[SM U-53|SM ''U-53'']] on 4 September 1918, while ''Olympic'' was in the [[English Channel]].<ref>{{cite web|last1=Chirnside|first1=Mark|title=Target Olympic: Feuer! |url= http://www.markchirnside.co.uk/Olympic-torpedoattack-U53-1918.htm |website=markchirnside.co.uk|access-date=1 May 2018|archive-date=6 January 2021|archive-url= https://web.archive.org/web/20210106103941/http://www.markchirnside.co.uk/Olympic-torpedoattack-U53-1918.htm |url-status=live}}</ref>
[[File:RMS Olympic Passenger List 1923.jpg|thumb|left|upright|''Olympic''{{'}}s list of first-class passengers, 1923]]

''Olympic'' emerged from refit with an increased tonnage of 46,439, allowing her to retain her claim to the title of largest British-built liner afloat, although the Cunard Line{{'}}s {{RMS|Aquitania|3=2}} was slightly longer. On 25 June 1920 she returned to passenger service, on one voyage that year carrying 2,249 passengers, and carried more than 28,000 passengers throughout the second half of 1920. {{sfn|Chirnside|2004|p=106}} ''Olympic'' transported a record 38,000 passengers during 1921, which proved to be the peak year of her career. With the loss of the ''Titanic'' and ''Britannic'', ''Olympic'' initially lacked any suitable running mates for the express service; however, in 1922 White Star obtained two former German liners, {{RMS|Majestic|1914|2}} and {{RMS|Homeric|3=2}}, which had been given to Britain as [[World War I reparations|war reparations]]. These joined ''Olympic'' as running mates, operating successfully until the [[Great Depression]] reduced demand after 1930.<ref>{{cite book|last=Chirnside|first=Mark|title=The 'Olympic' Class Ships|year=2011|publisher=The History Press|isbn=978-0-7524-5895-3|pages=115}}</ref>

During the 1920s, ''Olympic'' remained a popular and fashionable ship, and often attracted the rich and famous of the day; [[Marie Curie]], Sir [[Arthur Conan Doyle]], [[Charlie Chaplin]], [[Mary Pickford]] and [[Douglas Fairbanks]], and [[Edward VIII|Prince Edward]], then [[Prince of Wales]], were among the celebrities that she carried.<ref>{{cite book|last=Chirnside|first=Mark|title=The 'Olympic' Class Ships|year=2011|publisher=The History Press|isbn=978-0-7524-5895-3|pages=112–113}}</ref> Prince Edward and Captain Howarth were filmed on the bridge of ''Olympic'' for [[Pathé News]].<ref>{{Cite web|title = I'm Glad To Be Home|url = http://www.britishpathe.com/video/im-glad-to-be-home|website = British Pathé|access-date = 10 September 2015|date = 16 February 1925|archive-date = 6 January 2021|archive-url = https://web.archive.org/web/20210106103945/https://www.britishpathe.com/video/im-glad-to-be-home|url-status = live}}</ref> According to his autobiography,<ref>[http://www.archieleach.com/auto1.html Archie Leach, ''Ladies Home Journal''] {{Webarchive|url=https://web.archive.org/web/20210106104015/http://www.archieleach.com/auto1.html |date=6 January 2021 }}, January/February 1963 (Part 1), March 1963 (Part 2), April 1963 (Part 3)</ref> and confirmed by US Immigration records, [[Cary Grant]], then 16-year-old Archibald Leach, first set sail to New York on ''Olympic'' on 21 July 1920 on the same voyage on which Douglas Fairbanks and Mary Pickford were celebrating their honeymoon. One of the attractions of ''Olympic'' was that she was nearly identical to ''Titanic'', and many passengers sailed on ''Olympic'' as a way of vicariously experiencing the voyage of her sister ship.<ref>Wade, Wyn Craig, "The Titanic: End of a Dream," Penguin Books, 1986 {{ISBN|978-0-14-016691-0}}</ref>
On 22 March 1924, ''Olympic'' was involved in another collision with a ship, this time at New York. As ''Olympic'' was reversing from her berth at New York harbour, her stern collided with the smaller liner ''[[HMAT Wandilla|Fort St George]]'', which had crossed into her path. The collision caused extensive damage to the smaller ship. At first it appeared that ''Olympic'' had sustained only minor damage, but it was later revealed that her [[sternpost]] had been fractured, necessitating the replacement of her entire stern frame.<ref>{{cite book|last=Chirnside|first=Mark|title=The 'Olympic' Class Ships|year=2011|publisher=The History Press|isbn=978-0-7524-5895-3|pages=117}}</ref>

On 7 June Lord Pirrie died on a business trip aboard {{RMS|Ebro}} in the [[Caribbean Sea|Caribbean]] off [[Republic of Cuba (1902–1959)|Cuba]]. On 13 June ''{{lang|es|Ebro}}'' reached New York; UK ships in the port of New York lowered their flags to [[half-mast]]; and Pirrie's body was transferred to ''Olympic'' to be repatriated to the UK.<ref>{{Cite news |title=Lord Pirrie dies on ship bound here |url-access=subscription |newspaper=The New York Times |date=9 June 1924 |page=1 |access-date=5 March 2024 |via=Times Machine |url= https://timesmachine.nytimes.com/timesmachine/1924/06/09/104040873.html?pageNumber=1}}</ref><ref>{{Cite news |title=Bringing Pirrie's body. |url-access=subscription |newspaper=The New York Times |date=10 June 1924 |page=21 |access-date=5 March 2024 |via=Times Machine |url= https://timesmachine.nytimes.com/timesmachine/1924/06/10/104042010.html?pageNumber=21}}</ref>

[[File:Olympic, Southampton, 1929.jpg|thumb|''Olympic'' at Southampton in 1929]]
Changes in immigration laws in the United States in the 1920s greatly restricted the number of immigrants [[Immigration Act of 1924|allowed to enter]]. The law limited the number of immigrants to about 160,000 per year in 1924.<ref name=MC111>{{harvnb|Chirnside|2004|p=111}}.</ref> This led to a major reduction in the immigrant trade for the shipping lines, forcing them to cater to the tourist trade to survive.<ref name="thegreatoceanliners"/> At the turn of 1927–28, ''Olympic'' was converted to carry tourist third cabin passengers as well as first, second and third class.{{sfn|Chirnside|2004|p=120}} Tourist third cabin was an attempt to attract travellers who desired comfort without the accompanying high ticket price. New public rooms were constructed for this class, although tourist third cabin and second class would merge to become 'tourist' by late 1931.

A year later, ''Olympic''{{'}}s first-class cabins were again improved by adding more bathrooms, a dance floor was fitted in the enlarged first-class dining saloon, and a number of new suites with private facilities were installed forward on B deck.{{sfn|Chirnside|2004|p=119}} More improvements would follow in a later refit, but 1929 saw ''Olympic''{{'}}s best average passenger lists since 1925.

On 18 November 1929, as ''Olympic'' was travelling westbound near to ''Titanic''{{'}}s last known position, the ship suddenly started to vibrate violently, and the vibrations continued for two minutes. It was later determined that this had been caused by the [[1929 Grand Banks earthquake]].<ref>{{cite book |last=Chirnside |first=Mark |title=The 'Olympic' Class Ships |year=2011 |publisher=The History Press |isbn=978-0-7524-5895-3|page=120}}</ref>

==== Last years ====
[[File:Art detail - Advertisement for the "White Star Line, R.M.S. Olympic" Matchsafe, circa 1911 (CH 18502549) (cropped).jpg|left|thumb|[[Vesta case|Matchsafe]], circa 1911]]
The shipping trade was badly affected by the [[Great Depression]]. Until 1930 there had generally been around one million passengers a year on the transatlantic route, but by 1934 this had dropped by more than half. Furthermore, by the early 1930s, increased competition emerged, in the form of a new generation of larger and faster liners such as Germany's {{SS|Bremen|1928|6}} and {{SS|Europa|1928|6}}, Italy's {{SS|Rex}} and France's {{SS|Île de France}}, and the remaining passengers tended to prefer the more up-to-date ships. ''Olympic'' had averaged around 1,000 passengers per journey until 1930, but this declined by more than half by 1932.{{sfn|Chirnside|2004|pp=121–131}}

''Olympic''{{'}}s running mate {{RMS|Homeric|3=2}} was withdrawn from the transatlantic route as early as 1932, leaving only ''Olympic'' and {{RMS|Majestic|1914|2}} maintaining White Star Line's Southampton-New York service, although this was occasionally augmented during the summer months by either {{MV|Britannic|1929|6}} or {{MV|Georgic|1932|6}}.{{sfn|Chirnside|2004|p=135}} During slack periods in the summer, ''Olympic'' and fleet mate ''Majestic'' were employed in summer recreational cruises from New York to [[Pier 21]] in Halifax, Nova Scotia.<ref>[http://www.ocean-liners.com/ships/bismarck.asp "SS ''Bismarck''/RMS ''Majestic''", ''Monsters of the Sea: The Great Ocean Liners of Time''] {{webarchive|url=https://web.archive.org/web/20141109020615/http://www.ocean-liners.com/ships/bismarck.asp |date=9 November 2014 }}</ref>

At the end of 1932, with passenger traffic in decline, ''Olympic'' went for an overhaul and refit that took four months. She returned to service on 5 March 1933 described by her owners as "looking like new." Her engines were performing at their best and she repeatedly recorded speeds in excess of {{cvt|23|knots}}, despite averaging less than that in regular transatlantic service. Passenger capacities were given as 618 first class, 447 tourist class and only 382 third class after the decline of the immigrant trade.{{sfn|Chirnside|2004|p=127}}

Despite this, during 1933 and 1934, ''Olympic'' ran at a net operating loss for the first time. 1933 was ''Olympic''{{'}}s worst year of business – carrying just over 9,000 passengers in total.<ref>{{cite book|last=Chirnside|first=Mark|title=The 'Olympic' Class Ships|year=2011|publisher=The History Press|isbn=978-0-7524-5895-3|pages=357}}</ref> Passenger numbers rose slightly in 1934, but many crossings still lost money.{{sfn|Chirnside|2004|p=135}}

=== Nantucket lightship collision ===
[[File:SS Olympic - 1934.jpg|thumb|''Olympic'' in 1934, passing the Lightship Nantucket, the same ship she would strike and sink a few months later]]

In 1934, ''Olympic'' again struck another ship. The approaches to New York were marked by [[Lightvessel|lightships]] and ''Olympic'', like other liners, had been known to pass close by these vessels. On 15 May 1934 (11:06&nbsp;am), ''Olympic'', inbound in heavy fog, was homing in on the radio beacon of [[United States lightship LV-117|Nantucket Lightship ''LV-117'']].<ref>{{cite web |url=http://www.palletmastersworkshop.com/lightship.html |title=History of U.S. Lightships |publisher=Palletmastersworkshop.com |access-date=16 July 2009 |archive-date=4 February 2012 |archive-url=https://web.archive.org/web/20120204214135/http://www.palletmastersworkshop.com/lightship.html |url-status=live }}</ref> Now under the command of Captain John W. Binks, the ship failed to turn in time and sliced through the smaller vessel, which broke apart and sank.<ref>{{Cite web|title = Lightship bell raised from ocean's depths|url = http://www.southcoasttoday.com/daily/09-04/09-03-04/a01lo270.htm|access-date = 10 September 2015|first = John|last = Doherty|date = 3 September 2004|website = SouthCoastToday.com|location = Fairhaven|archive-url = https://web.archive.org/web/20041010044451/http://www.southcoasttoday.com/daily/09-04/09-03-04/a01lo270.htm|archive-date=10 October 2004 |url-status = dead}}</ref> Four of the lightship's crew went down with the vessel and seven were rescued, of whom three died of their injuries, seven fatalities out of a crew of eleven.<ref>{{cite web |url=http://www.nightbeacon.com/zlightships/LV117_(Nantucket)_Lightship.htm |title=Vessel Designation LV117 (Nantucket) |publisher=nightbeacon.com |archive-date=13 April 2005 |archive-url=https://web.archive.org/web/20050413013146/http://www.nightbeacon.com/zlightships/LV117_(Nantucket)_Lightship.htm|url-status=dead }}</ref> The lightship's surviving crew and ''Olympic''{{'}}s captain were interviewed soon after reaching shore. One crewman said it all happened so quickly that they did not know how it happened. ''Olympic'' reacted quickly lowering boats to rescue the crew, which was confirmed by an injured crewman.<ref>{{Cite web|title = "Olympic" Rams Lightship|url = http://www.britishpathe.com/video/olympic-rams-lightship|website = British Pathé|access-date = 10 September 2015|date = 28 May 1934}}</ref>

=== Retirement ===
[[File:Olympic and Mauretania.jpg|thumb|left|''Olympic'' (left) and {{RMS|Mauretania|1906|2}} (right) laid up in [[Southampton]] prior to their scrapping]]
In 1934, the [[White Star Line]] merged with the [[Cunard Line]] at the instigation of the British government, to form [[Cunard-White Star Line|Cunard White Star]].<ref>{{cite web |url=https://www.chriscunard.com/history-fleet/cunard-white-star/olympic/ |title=White Star Line Archives – 1931 |publisher=Chriscunard.com |access-date=16 July 2009 |archive-date=6 January 2021 |archive-url=https://web.archive.org/web/20210106104016/https://www.chriscunard.com/history-fleet/cunard-white-star/olympic/ |url-status=live }}</ref> This merger allowed funds to be granted for the completion of the future {{RMS|Queen Mary|3=2}} and {{RMS|Queen Elizabeth|3=2}}. When completed, these two new ships would handle Cunard White Star's express service; so their fleet of older liners became redundant and were gradually retired.

[[File:RMS Olympic arriving Jarrow for scrapping (2).jpg|thumb|''Olympic'' arriving at [[Jarrow]] for scrapping on 13 October 1935]]
''Olympic'' was withdrawn from the transatlantic service, and left New York for the last time on 5 April 1935, returning to Britain to be laid up in Southampton. The new company considered using her for summer cruises for a short while, but this idea was abandoned and she was put up for sale. Among the potential buyers was a syndicate who proposed to turn her into a floating hotel off the south coast of France, but this came to nothing.<ref name="olympicclassships136140">{{cite book|last=Chirnside|first=Mark|title=The 'Olympic' Class Ships|year=2011|publisher=The History Press|isbn=978-0-7524-5895-3|pages=136–140}}</ref>

After being laid up for five months alongside her former rival {{RMS|Mauretania|1906|2}}, she was sold to [[Sir John Jarvis, 1st Baronet|Sir John Jarvis]] – Member of Parliament – for £97,500, to be partially demolished at [[Jarrow]] to provide work for the depressed region.{{sfn|Chirnside|2004|p=137}} On 11 October 1935, ''Olympic'' left Southampton for the last time and arrived in Jarrow two days later. The scrapping began after the ship's fittings were auctioned off. Between 1935 and 1937, ''Olympic''{{'}}s superstructure was demolished, and then on 19 September 1937, her hull was towed to [[Thos. W. Ward]]'s yard at [[Inverkeithing]] for final demolition which was finished by late 1937.{{sfn|Chirnside|2004|p=140}} At that time, the ship's chief engineer commented, "I could understand the necessity if the 'Old Lady' had lost her efficiency, but the engines are as sound as they ever were".<ref name="The Titanic's Forgotten Sister"/>

By the time of her retirement, ''Olympic'' had completed 257 round trips across the Atlantic, transporting 430,000 passengers on her commercial voyages, travelling 1.8&nbsp;million miles.<ref name="olympicclassships136140"/><ref>[http://www.encyclopedia-titanica.org/rms-olympic-another-premature-death.html RMS Olympic: Another Premature Death? – Mark Chirnside] {{Webarchive|url=https://web.archive.org/web/20210106103939/https://www.garemaritime.com/rms-olympic-another-premature-death/ |date=6 January 2021 }} – encyclopaedia-titanica.org</ref>

== ''Olympic''{{'}}s artefacts <!-- Note artefact is the correct British English spelling, do not change to the American spelling of artifact as it will be promptly reverted -->==
[[file:White Swan Hotel Olympic Suite.jpg|thumb|Fittings from the ship installed in the Olympic Suite at the [[White Swan Hotel, Alnwick]]]]

''Olympic''{{'}}s fittings were auctioned off before the scrapping commenced.<ref name="atlanticliners">{{cite web|url=http://www.atlanticliners.com/olympic_today.htm|title=Olympic Today|work=atlanticliners.com|access-date=19 May 2012|archive-date=23 September 2015|archive-url=https://web.archive.org/web/20150923175840/http://www.atlanticliners.com/olympic_today.htm|url-status=live}}</ref>

The fittings of the first-class lounge and part of the aft grand staircase can be found in the [[White Swan Hotel, Alnwick|White Swan Hotel]], in [[Alnwick]], Northumberland, England. A variety of panelling, light fixtures, flooring, doors, and windows from ''Olympic'' were installed in a paint factory in [[Haltwhistle]], Northumberland, until they were auctioned in 2004.<ref>{{cite web|url=http://www.northatlanticrun.com/400auction2004gallery.html|title=North Atlantic Run – RMS Olympic Haltwhistle Auction}}</ref> One suite at Sparth House Hotel, [[Clayton-le-Moors]], Lancashire has the furniture from one of the staterooms, including light fitting, sink, wardrobes and fireplace. The crystal and [[ormolu]] [[electrolier]] from the lounge is installed in the [[Cutlers' Hall]] in [[Sheffield]].<ref>{{cite web|url=http://www.cutlers-hallamshire.org.uk/history/the-hall-and-its-collections|title=The Hall and its Collections|access-date=3 March 2017|archive-date=9 August 2017|archive-url=https://web.archive.org/web/20170809041254/http://www.cutlers-hallamshire.org.uk/history/the-hall-and-its-collections|url-status=live}}</ref> Some of the timber panelling was used in the extension (completed in 1937) of St John the Baptist's Catholic Church in [[Padiham]], Lancashire.<ref>{{cite web|url=http://taking-stock.org.uk/building/padiham-st-john-the-baptist/|title=Padiham – St John the Baptist|publisher=Catholic Trust for England and Wales and [[English Heritage]]|year=2011|access-date=19 August 2019|archive-date=6 January 2021|archive-url=https://web.archive.org/web/20210106104011/https://taking-stock.org.uk/building/padiham-st-john-the-baptist/|url-status=live}}</ref>

In 2000, [[Celebrity Cruises]] purchased some of ''Olympic''{{'}}s original wooden panels to create the "RMS ''Olympic'' Restaurant" on board their new cruise ship, [[Celebrity Millennium]]. According to the cruise line, this panelling had lined ''Olympic''{{'}}s À la Carte restaurant.<ref name="atlanticliners"/>

''Olympic''{{'}}s bridge bell is on display at the [[Titanic Historical Society]] in [[Indian Orchard, Springfield, Massachusetts]].<ref>{{Cite web|title=Titanic Museums of the World|url=http://www.titanicuniverse.com/titanic-museums-of-the-world/2262|access-date=2021-11-04|website=www.titanicuniverse.com}}</ref><ref>{{cite web |title=Titanic Museum |url=https://titanichistoricalsociety.org/titanic-museum/ |website=Titanichistoricalsociety.org |access-date=20 July 2021}}</ref>

The clock depicting "Honour and Glory Crowning Time" from ''Olympic''{{'}}s grand staircase is on display at Southampton's [[SeaCity Museum]].<ref>{{cite web |url=http://www.englishheritageimages.com/low.php?xp=media&xm=693523 |title=RMS Olympic BL24990_002 |publisher=Englishheritageimages.com |access-date=29 February 2012 |archive-date=5 September 2009 |archive-url=https://web.archive.org/web/20090905063243/http://www.englishheritageimages.com/low.php?xp=media&xm=693523 |url-status=live }}</ref><ref>{{Cite web|title = Collections and Exhibitions|url = http://www.southampton.gov.uk/s-leisure/artsheritage/history/titanic/exhibitions/|access-date = 10 September 2015|archive-url = https://web.archive.org/web/20140926081432/http://www.southampton.gov.uk/s-leisure/artsheritage/history/titanic/exhibitions/|archive-date=26 September 2014 |url-status = dead|website = Southampton City Council}}</ref>
[[File:Olympic Steinway Vertegrand Piano.jpg|alt=RMS Olympic Steinway Vertegrand Upright Piano #157550|thumb|''Olympic'' [[Steinway Vertegrand]] upright piano No.157550]]

In 1912, a [[Steinway Vertegrand]] upright piano No.157550 with a quartered walnut case left the [[Steinway]] Hamburg factory unfinished and was sent to its London branch. In 1913, it was decorated by Harland & Wolff's interior decoration company Aldam Heaton & Co with carvings and gold accents. The piano was first placed in the aft starboard corner in the first-class reception room.<ref>{{harvnb|Chirnside|2015|pp=59–60}}</ref>

In 2017, the old billiard hall at 44 Priestpopple, Hexham, Northumberland, was demolished. During an archaeological excavation on the demolition site by AAG Archaeology, one of the ''Olympic''{{'}}s chairs was recovered. The fittings from ''Olympic'' were auctioned off over ten days in November 1935 at the Palmers Works in Jarrow, the billiard hall opened in 1936.<ref>{{Cite web|title=Historic find for Hexham billiard hall time team|url=https://www.hexham-courant.co.uk/news/16613106.historic-find-hexham-billiard-hall-time-team/|access-date=2021-08-26|website=Hexham Courant|date=17 July 2018 |language=en}}</ref>

== Identification ==
''Olympic''{{'}}s UK [[official number]] was 131346. Official numbers were issued by individual flag states; they should not be confused with [[IMO number]]s.

Until 1933 ''Olympic''{{'}}s [[code letters]] were HSRP<ref>{{cite book |year=1933 |title=Lloyd's Register |volume=II |chapter=Steamers & Motorships |publisher=[[Lloyd's Register]] |via=[[Southampton City Council]] |url= https://plimsoll.southampton.gov.uk/shipdata/pdfs/33/33b0663.pdf |access-date=16 February 2021}}</ref> and her [[wireless telegraphy]] [[Maritime call sign|call sign]] was MKC.{{sfn|The Marconi Press Agency Ltd|1914|p=401}} In 1930 new four-letter call signs superseded three-letter ones, and in 1934 they also superseded code letters. ''Olympic''{{'}}s new call sign was GLSQ.<ref>{{cite book |year=1934 |title=Lloyd's Register |volume=II |chapter=Steamers & Motorships |publisher=[[Lloyd's Register]] |via=Southampton City Council |url= https://plimsoll.southampton.gov.uk/shipdata/pdfs/34/34b0628.pdf |access-date=16 February 2021}}</ref>

== See also ==
* {{SS|Nomadic|1911|6}} – surviving tender to ''Olympic''
* {{SS|Kronprinz Wilhelm}}, a German passenger ship that, like ''Olympic'', collided with a ship of The Royal Navy (and additionally, like ''Titanic'', with an iceberg).

== References ==
===Citations===
{{Reflist}}

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* {{cite book |first1=John |last1=Eaton |first2=Charles |last2=Haas |year=1995 |title=Titanic, Triumph and Tragedy |publisher=W. W. Norton & Company |isbn=9780393036978}}
* {{cite book |last1=Gardiner |first1=Robert |last2=Van der Vat |first2=Dan |year=1998 |title=L'Enigme du Titanic |publisher=Michel Lafon |language=fr |isbn=2840984199}}
* {{cite book |last1=Hutchings |first1=David |last2=de Kerbrech |first2=Richard |year=2011 |title=RMS Titanic Manual: 1909 - 1912 Olympic Class |publisher=Voyageur Press |isbn=9780760340790}}
* {{cite book |last=Le Goff |first=Olivier |year=1998 |title=Les Plus Beaux Paquebots du Monde |publisher=Solar |language=fr |isbn=9782263027994}}
* {{cite book |last=Masson |first=Philippe |year=1998 |title=Le drame du "Titanic" |publisher=Tallendier |language=fr |isbn=223502176X |url-access=registration |url= https://archive.org/details/ledramedutitanic0000mass}}
* {{cite book |last=McCluskie |first=Tom |year=1998 |title=Anatomy of the Titanic |publisher=Thunder Bay Press |isbn=1571451609}}
*{{cite book |author=The Marconi Press Agency Ltd |author-link=Marconi Company |year=1914 |title=The Year Book of Wireless Telegraphy and Telephony |place=London |publisher=The Marconi Press Agency Ltd}}
* {{cite book |last=Piouffre |first=Gérard |year=2009 |title=Le Titanic ne répond plus |publisher=Larousse |language=fr |isbn=978-2-263-02799-4}}
*{{cite web |title=United States Senate Inquiry. Day 18, Testimony of Herbert J. Haddock and E. J. Moore |website=Titanic Inquiry Project |url=https://www.titanicinquiry.org/USInq/AmInq18HadMoore01.php |access-date=May 6, 2023 |ref={{sfnref|Titanic Inquiry Project|1912}} }}

== Further reading ==
{{Refbegin}}
* {{cite book |last=Hawley |first=Brian |year=2012 |title=RMS Olympic |publisher=Amberley Publishing |place=Stroud |isbn=978-1445600932}}
* Layton, J. Kent, [https://web.archive.org/web/20070225114404/http://www.atlanticliners.com/atlantic_liners_book.htm ''Atlantic Liners: A Trio of Trios'']
* {{cite book |last=Sisson |first=Wade |year=2011 |title=Racing Through the Night – Olympic's Attempt to Reach Titanic |publisher=Amberley Publishing |place=Stroud |isbn= 9781445600260 }}
* {{cite journal |last=Talbot|first=Frederick A. |date=June 1911 |title=The Coming of The "Olympic": A Ship That Has Caused Shipyards And Piers To Be Enlarged And Harbors To Be Dredged |journal=[[World's Work|The World's Work: A History of Our Time]] |volume=XXII |pages=14507–14515 |url= https://books.google.com/books?id=rHAAAAAAYAAJ&pg=PA14507|access-date=10 July 2009 }}
{{Refend}}

== External links ==
{{Commons category|Olympic (ship, 1910, Belfast)}}
{{Commons category|White Swan Hotel, Alnwick}}
* [http://www.atlanticliners.com/olympic_home.htm ''Olympic Home'' at Atlantic Liners]
* [http://www.britishpathe.com/gallery/titanics-sisters Pathé News gallery on the ''Olympic'' class] {{Webarchive|url=https://web.archive.org/web/20200409162905/http://www.britishpathe.com/gallery/titanics-sisters |date=9 April 2020 }}
* [https://www.youtube.com/watch?v=VQrYbXLQDhI Video of ''Olympic'' under steam in Southampton March 28, 1928]
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