DESIGN & CONSTRUCTION

Ordered by the White Star Line and laid down at Harland and Wolff Shipyard in mid-1891, Naronic and Bovic were designed to continue the success and bolster the prestige that White Star had already made for itself with its previous livestock carriers: Cufic (1888), Runic (1889), Nomadic (1891), and Tauric (1891). Upon completion, Naronic was designed to be the largest cargo steamer afloat.

The steamer was constructed of steel and painted in the standard White Star Line livery: red antifouling on the lower section of hull, Black on the remainder with a gold sheer stripe, and a buff-colored funnel painted with a black top. The ship featured a single funnel and four masts supporting derricks. The aft two masts were painted black two-thirds of the way up to conceal the soot buildup caused by smoke emanating from the funnel. Since the company abandoned sailing vessels in favor of steamships in the 1880s, her masts were incapable of hoisting sails. Atop the main foremast, the White Star Line house flag, a red swallowtail pennant with a white five-pointed star, was flown. The foremost mast was mounted with a crow's nest to house two lookouts on watch and the flag of the destined nation would be flown at it's top.

She contained three decks, livestock being contained on her upper and main deck. Stalls with a fresh water supply and adequate ventilation could accommodate up to 1,050 cattle. Special horse stalls were installed amidships to minimize the risk of injury to the horses' legs caused by the ship's vibrations. The hull was divided into ten watertight compartments, the first vessel built in accordance to the Board of Trade's 1890 report on recommendations for watertight bulkhead spacing and construction, and had sixteen water ballast tanks to keep the ship at an even keel. Cabins and passenger accommodations could hold up to fifteen individuals. These spaces were primarily used by cattlemen but there are rare instances of paying passengers. Crew cabins and accommodations provided for up to sixty crew members. While primarily designed to carry cattle for her eastbound crossings, she possessed six cargo holds for carrying general goods, separate from her cattle accommodations, with Hold No. 4 housing her refrigerated cargo, during her westbound crossings.

The ship was powered by four Scotch Marine Boilers — two single-ended and two double-ended — which consumed fifty tonnes of coal daily. These boilers supplied steam to a pair of twin reciprocating engines that drove the ship's twin screw propellers, enabling her to achieve a maximum speed of 13 knots. When fully loaded, the ship's coal bunkers could hold up to 1,193 tonnes of coal. With the absence of a donkey boiler, which is typically used to supply steam to deck machinery when the main boilers are shut down, one of the single-ended boilers would remain operational while the ship was in port. This ensured that the necessary equipment could continue to function, allowing for efficient preparation for her next crossing.

In April of 1892, White Star announced the schedule for their newest steamer. Beginning on July 15th, Naronic would commence operations in the Trans-Atlantic cattle trade, traversing the route between Liverpool and New York. Each crossing was planned to take approximately 17 days.

On May 26, 1892, the hull of yard No. 251 launched from her slipway. After her launch, she was carefully moored at the No. 1 finishing jetty in the South Yard (known as the Abercorn Basin today), where the intricate process of outfitting her for service began. Here, a dedicated team of workers set to work installing all the necessary machinery and equipment. This included passenger and livestock accommodations that would ensure the comfort and safety all lives onboard. Additionally, the vessel's masts, funnel, and a myriad of finishing touches were meticulously added to prepare the Naronic for service. Each component was carefully fitted to ensure the vessel met the highest standards of maritime engineering. Harland and Wolff maintained their exceptional standards of craftsmanship, even for a freight steamer, as they did for the illustrious passenger liners they were renowned for building. This phase of the Naronic's development was crucial, as it transformed the bare hull into a state-of-the-art steamer. By the time the outfitting was complete, Naronic stood as a symbol of technological advancement and maritime prowess, fully equipped and ready to serve her intended purpose in the Trans-Atlantic cattle trade between Liverpool and New York.

The entire outfitting process was accomplished in a span of 46 days. By the early morning of July 11th, Naronic departed from the South Yard under her own steam. As she glided down the River Lagan into Belfast Lough and then into the Irish Sea, she embarked on a series of crucial sea trials. Onboard were representatives from Harland and Wolff, White Star Line, a surveyor from the British Board of Trade, and the necessary crew to operate the vessel during these trials.

The subsequent hours were dedicated to a battery of rigorous tests, including multiple speed trials, turning assessments, and a "crash stop" test, all designed to evaluate the ship's performance and maneuverability under various conditions. During these sea trials, adjustments were meticulously made to the navigation equipment to ensure optimal accuracy. Every aspect of the vessel was scrutinized to meet the highest standards of maritime safety and performance.

The Naronic successfully passed all inspections, much to the satisfaction of everyone onboard. Following the successful trials, the largest cargo steamer afloat was officially handed over to the White Star Line and registered out of Liverpool under the number 99422. That evening, with her sea trials behind her, she set sail for Liverpool, ready to prepare for her maiden voyage. Her unofficial first voyage, the 10 hour transit across the Irish Sea, culminated during early hours on July 12th as Naronic, under the guidance of tugs, was moored at her berthing in Alexandra dock.

CAREER & DISAPPEARANCE

During her stay in Liverpool, under the supervision of the chief officer and dockmaster, Naronic was loaded with 1,295 tons of general cargo. Her coal bunkers were filled to capacity, ensuring she would not need to restock upon arrival in New York, and crew stores were fully stocked to guarantee that the crew had all the necessary supplies for the crossing.

By July 15th, Naronic, under the experienced command of Captain Thomas P. Thompson, who possessed a first-class master's license, was fully prepared to embark on her maiden voyage across the Atlantic. To expertly navigate the vessel out of the port, harbor pilot Captain William Davies stepped aboard the vessel. Under his direction, Naronic's mooring lines were pulled in and the vessel was guided out of Alexandra dock and out the River Mersey. Upon entering the open waters of the Irish Sea, Captain Davies turned the vessel over to Captain Thompson and disembarked, returning to Liverpool via a pilot ship. For each crossing, Naronic would spend an average of ten days at sea.

Naronic would complete three Trans-Atlantic round trips under Thompson's command:

July 15,1892 --- August 17, 1892: Departing Liverpool with 1,295 tons of general cargo and measuring a draft of 19 feet and 5 inches

August 19, 1892 --- September 21, 1892: Departing Liverpool with 1,385 tons of general cargo and measuring a draft of 18 feet and 6 inches

September 23, 1892 --- October 26, 1892: Departing Liverpool with 2,667 tons of general cargo and measuring a draft of 21 feet and 4.5 inches

During her turnaround in Liverpool, Captain Thompson was reassigned to command Naronic's younger sister, Bovic. Captain William Roberts, previously from the liner SS Adriatic, took command of Naronic for her October 28th departure from Liverpool. Captain Roberts had been with the company for twenty years at this point and held an Extra Master's Certificate. Throughout the winter of 1892-1893, Naronic continued her Trans-Atlantic round trips on a steady schedule, maintaining the 34 day interval between departure and return to Liverpool and average ten day crossing between New York and Liverpool

October 28,1892 - November 30, 1892: Departing Liverpool 1,738 tons of general cargo and measuring a draft of 19 feet and 5 inches

December 2, 1892 - January 4, 1893: Departing Liverpool with 2,038 tons of general cargo and measuring a draft of 20 feet and 8 inches

January 6, 1893 - February 9, 1893: Departing Liverpool with 1,789 tons of general cargo and measuring a draft of 20 feet and 2 inches

While berthed at Alexandra dock, Naronic took on1,017 tons of coal into her bunkers and 2,876 tons of general cargo, which consisted of a variety of goods such as Steel strips, oil, glass, machinery parts, sodium carbonate, bleaching powder, potassium chlorate, tallow, and numerous other products to be transported across the Atlantic.

The following items were documented as chemical and drug cargo brought onboard:

Acid: 56 Cases
Argols: 50 Casks
Bleaching Powder: 706 Casks
Capsicum: 1,237 Bags
Ginger: 151 Bags
Gum Arabic: 32 Cases
Cottonseed Oil: 50 Barrels
Palm Oil: 21 Casks
Chlorate of Potash (Potassium Chlorate): 300 Kegs
Soda Ash (Sodium Carbonate): 5,248 Packages
Bicarbonate of Soda (Sodium Bicarbonate): 100 Casks
Caustic Soda (Sodium Hydroxide): 815 Drums
Soda Crystals: 224 Barrels

In her No 4 hold, Potatoes, rice, chili peppers, and other perishable goods were kept refrigerated to ensure their freshness in American markets after the voyage. In her water tanks, 301 tons of fresh water were pumped onboard. To ensure a rapid turnaround in New York, her coal bunkers were filled to their capacity with an additional 200 tons of coal stowed on her deck. As coal from the bunkers would use, the additional supply on deck would be brought down.

While uncommon, the February 11th voyage saw a number of animals aboard for the Eastbound crossing. In the amidships pens, two thoroughbred race horses, belonging to former American diplomat William Burgess, along with fifteen crates of fowls and pigeons. Additionally, fourteen cattlemen were also on board, returning home to New York from the previous Eastbound crossing.

By February of 1893, the crew of Naronic were all veteran seamen and well acquainted with their ship. Captain Roberts had commanded the vessel for six of her crossings. First Officer George Wright and Second Officer Herbert Burbridge, along with four of her Engineers, and all of her greasers, have been aboard since the Maiden voyage. The remainder of the crew have been aboard for a minimum of five voyages. The last to come aboard was harbor pilot Captain William Davies.

Despite cold temperatures, the weather in Liverpool and New York in early February appeared relatively calm and mild. However, reports coming in from overdue liners, including the White Star Line's Teutonic, which was five days overdue in New York, painted a different story. In the North-Atlantic, freezing rain, widespread gales, and increasing hurricane-force winds signaled a growing storm in the Mid-Atlantic.

As Naronic prepared to get underway, the crew worked to secure the vessel for the crossing. Cargo hatches were battened down, ventilators and coamings were stowed and covered, soundings were taken fore and aft, all the watertight doors --- except the two between the Stokehold, Engine Room, and tunnel shafts --- were all closed. At the time of departure, Naronic drew 20ft 3in foreword and 20ft 9in aft, resulting in a mean draft of 20ft 6 in.

At 6:00 a.m. on February 11th, 1892, the vessel let go of her moorings. Captain Davies guided Naronic through the shoaling waters of the Mersey River's without incident. As the vessel entered into the Irish Sea,140 tons of water filled the No 7 ballast tank to provide additional stability. The choppy waters around Liverpool during her departure made it difficult for Davies to disembark. He remained onboard the vessel until she reached Point Lynas, where he was finally able to descend the swaying rope pilot ladder onto the decks of the pilot ship. From there, He would watch as Naronic steamed onward into a light fog that enveloped the Irish Sea. He would be the last person to lay eyes on Naronic.

LOSS OF THE NARONIC

When Naronic initially failed to arrive in New York on the 22nd, the White Star office did not express immediately concerned. The mid-Atlantic was experiencing an intense storm, causing significant delays for all westbound vessels. As days passed, one by one, the delayed steamers began arriving in port, each bringing tales of immense gales and reports of ice fields.

Red Star Line's SS Noordland reported encountering gales in excess of 60 miles per hour (96.56km/h). The single screw British steamer, SS Heathfield, owned by Frederick Woods & Alfred H. Taylor of London, documented a large ice field around 48°23'59"N, 40°0'0"W. Corroborating the Heathfield's report, the SS Hummel provided another report of a vast ice field at 47°30'0"N, 40°6'0"W. At the height of the storm's intensity, with ice nearby, it is estimated that Naronic was navigating through 48°50'N, 30°W, battling the worst conditions the Atlantic could throw at her.

February turned into March with still no sign of the overdue Naronic. Her slightly slower younger sister, Bovic, which had departed six days after her, had safely moored in New York on the 2nd. With reports still coming in of rough seas, fields of ice, and snow, the company held onto hope that Naronic might have diverted her course to the Azores, seeking shelter from the storm. As theories arose that Naronic could be adrift somewhere in the Atlantic, White Star steamers posted extra watches and deviated from their regular routes in attempt to find any trace of the missing vessel.

On March 14th, officials from the port in the Azores confirmed that Naronic had not docked there. The following day, White Star's New York agent, publicly announced that Naronic had been considered lost at sea.

"We still hope that she may be safe, but it does not look as though she is afloat. Almost every part of the Atlantic has been traversed by steamers and sailing vessels, and she would in all probability have been sighted had she been afloat."

- H. M. Kersey, White Star Line Agent, Broadway Office, New York

On Saturday, March 18th, the British steamer, Chicago, reported passing a "spar" resembling a topmast at 43°22'48"N, 40°6'0" W. The following day, the Sivewright, Bacon & Co. Steamer, SS Coventry, docked in Bremerhaven, Germany after an eastbound crossing from Newport News, Virginia. Her captain brought forth conclusive news that'd shed light on Naronic's fate. On March 4th at 2:00 in the morning ship's time, a lifeboat was spotted floating keel up, covered in barnacles, at 44°02'N, 47°37'W. Twelve hours later, during the afternoon of March 5th, Coventry's crew spotted another boat, This one upright but partially flooded, with its mast rigged as a sea anchor. On the hull was a wooden plaque reading "NARONIC". Unfortunately, for reasons not stated by the captain, both lifeboats were left adrift by the Coventry.

Theories and speculations made their way to front-page newspapers on both sides of the Atlantic throughout March and April. Financial reports revealed that the uninsured value of the Naronic was estimated at £121,685, which, when adjusted for inflation, equals approximately £19,982,288 in 2025. Additionally, her insured cargo was valued at £61,855, equivalent to around £10,162,336 in 2025.

In June 1893, a formal Board of Trade Inquiry was launched to investigate the loss of the Naronic. Investigators convened at St. George's Hall in Liverpool, where they hoped to shed light on the disappearance and put an end to the rampant rumors spreading throughout the newspapers.

1891 White Star Line brochure advertising the Teutonic and Britannic-class ocean liners mentioning the construction of Naronic and Bovic

Naronic's Rigging plans sold at auction by Henry Aldridge & Son Ltd to a private collector in 2017. Current whereabouts of the physical plans are unknown.