TSS (RMS) Ben-my-Chree (III) No. 118605 – the third vessel in the company's history to be so named – was a passenger steamer operated by the Isle of Man Steam Packet Company between 1908 and 1915. Ben-my-Chree was requisitioned by the Admiralty in 1915 and converted to a seaplane carrier; commissioned as HMS Ben-my-Chree, she was sunk by Turkish batteries on 11 January 1917.

Ben-my-Chree was built in 1908 at the Vickers Sons and Maxim shipyard, Barrow in Furness. She was the fifth ship built in the Barrow yard for the Isle of Man Steam Packet, and was launched by Mrs. J. T. Cowell at 13:45hrs on Monday 23 March 1908.The Isle of Man Times. Saturday, 28 March 1908

Ben-my-Chree is regarded as amongst the finest and certainly the fastest of vessels ever to serve the line.

In appearance she was said to resemble a mini Cunarder rather than a conventional cross-channel steamer, proudly being described by the company as: "the fastest and most luxuriously appointed channel steamer afloat."

During the early part of the 20th century, speed of service was very much at the fore for shipping companies plying the Irish Sea routes to the Isle of Man; an article in the Daily Mail of July 1908 stated:

Background Ben-my-Chree resulted from the great success of the Viking, which was built three years earlier and employed on the Steam Packet's Douglas - Fleetwood schedule. The company quickly decided that a larger and more powerful turbine ship should be ordered for the Douglas–Liverpool service and in 1907 invited tenders for another fast turbine steamer in order to cement its place as the primary carrier to the Isle of Man.Mona's Herald.Wednesday, 14.04.1909 Page: 5 The requirements of the tender included:

Length : Breadth : Depth : .

In addition the vessel was to be able to undertake a continuous six hour passage at a speed of and be capable of accommodating 2,500 passengers on a No.2 Board of Trade Certificate, conforming to a Lloyd's A1 Certificate.

The Ben, as she became affectionately known, was to be longer, broader and carry 550 more passengers than her older sister.

Dimensions and layout Ben-my-Chree was built under special survey from Lloyd's of London and also in accordance with the Board of Trade for their passenger certificates.Ben-my-Chree had a tonnage of 2,651 GRT; length 390 feet (375 feet between the perpendiculars); beam 46 feet; depth 18 feet 6 inches. Ben-my-Chrees overall length was longer than the later Lady of Mann and her engines developed more than those of The Lady. This continued engine development resulted from ever-improving engineering and material standards, thereby in turn securing greater thermal efficiency.

Features Power Ben-my-Chree was driven by three Parsons steam turbines which were built under licence by Vickers Sons and Maxim, the turbines developing 14,000 shaft horsepower, thereby resulting in a designed service speed of 24.5 knots. The turbines were so arranged so as to work in series, with one high-pressure ahead turbine driving the centre shaft, and two low-pressure ahead turbines driving their respective wing shaft. Astern turbines were incorporated in the casing, with each low-pressure turbine fitted with valves to control the admission of steam for ahead and astern working. These manoeuvring valves were independent of the high-pressure turbine which would run idle when the ship was manoeuvring. The valve gear was arranged for easy operation and was placed at the forward end of the high-pressure turbine. The main valves were of the vertical equilibrium type operated by large handwheels. Two condensers were fitted, one on each side of the turbine run, and were supplied with circulating water by two large centrifugal pumps. The air pumps were direct acting twin-type pumps, fitted in duplicate for each condenser and independently driven. Steam was supplied at a pressure of 170 lb per square inch by four double-ended cylindrical boilers, arranged to work under forced draught with closed stokeholds. Each of the boilers was fitted with eight furnaces of the suspension type. There were four combustion chambers, each common to two furnaces, the shell plates and stays being manufactured from high-tensile steel. The boilers were arranged in two boiler rooms with separate uptakes and funnel for each room. They were equipped with four steam-driven fans fitted for supplying air under pressure to the boilers. The boilers were long with a diameter of . The working pressure was .

In addition to the usual feed and bilge pumping engines, the machinery department was fitted with oil lubricating pumps which serviced the turbine bearings, sanitary pumps, water heater, ash hoist and fresh water pumps.

Technology Watertight compartments The ship was subdivided into an eleven watertight compartments, so proportioned that the ship would float if any two adjacent compartments became flooded. The watertight doors throughout the ship were operated on the Stone-Lloyd system that enabled all doors to be closed instantly and simultaneously from the bridge.

Lighting The Ben-my-Chree had a complete installation of electric lighting. The twin generating plants were duplicate, each being able to supply every one of the 350 fittings which were of 16 candela. A searchlight was situated at the bow and a system of electric bells was also fitted.

Lifeboats Ben-my-Chree was fitted with a total of 12 lifeboats, ten of which were of a large capacity, and each boat was fitted with a patent disengaging gear. She was certified for a crew complement of 116, and had a passenger capacity of 2,700.

Other features A powerful steam windlass was situated forward on the shelter deck for working the anchors, which were arranged to be stowed in hawse pipes, and two large capstans were fitted aft on the shelter deck for warping purposes. A combined steam and hand steering engine was also located aft, and this was controlled by a telemotor gear from the navigating bridge. There was also a powerful steering gear situated forward, the purpose of which was to operate a bow rudder so as to facilitate the quick turning and manoeuvring of the vessel when entering or leaving port. For the stern rudder there was a combined steam and hand gear.

Water ballast tanks were fitted to each end of the vessel which enabled her to be trimmed to any desired draught. There were also large water ballast tanks in the holds in order for trimming the vessel in rough weather.

Sea trials Ben-my-Chree underwent her speed trial on the River Clyde on Wednesday 8 and Friday 10 July 1908, having departed Barrow-in-Furness on Monday 6 July.The Mona's Herald. Wednesday, 15 July 1908 A large party of Steam Packet Company directors had travelled to Ardrossan on board the Tynwald and joined the Ben-my-Chree at Greenock. Slipping her moorings, the Ben-my-Chree made her way down the Clyde to a point a few miles above the Cumbrae Lighthouse, gathering full speed as she went. The speed trial was to take place between Cumbrae Lighthouse on a fixed run to Skull Martin Lightship, situated just below Copeland Island at the mouth of Belfast Lough and back to Cumbrae Lighthouse. The distance between the two points was 73 nautical miles, roughly equidistant to that between Liverpool and Douglas. The weather during the Wednesday run was far from suitable, with a strong easterly wind, rain and poor visibility. Ben-my-Chree crossed the mark in excess of , employing lookouts on various vantage points on board, she kept her speed for a period of approximately 3 hours. By this time the fog horn on the Skull Martin Lightship could be clearly heard, but with visibility reported to be down to less than a mile, it was proving impossible to make the required visual reference to calibrate the speed. The prevailing conditions coupled to the high density of shipping traffic in the area forced an abandonment of the trial. Speed was reduced to , the Ben-my-Chree was swung about, and made passage back to Greenock. The inclement weather lasted into the following day, leading to the rest of the trials to be held on Friday.

Appearance Ben-my-Chree's design was very much suited to the Edwardian era. Her five decks consisted of lower, main, shelter, promenade and boat decks, and offered ample room for her passengers. The promenade deck extended over two-thirds of the vessel's length. Above the promenade deck was the boat deck, extending over half of her length and affording ample shelter to passengers during inclement weather. The shelter deck was carried right fore and aft, and on each side there was a fine promenade. The centre of this deck consisted of cabins and public rooms while on the two decks below (the main and lower) there were additional public saloons. The first class passengers occupied the forward part of the ship and the second class the after part. There was a wide companionway forward allowing access to all decks via stairways.

Situated on the promenade deck was a tea room which was paneled in grey sycamore and mahogany. Below this there was the Lady's Saloon, which was finished in satin wood and walnut. The smoke room with adjacent bar was situated in the after part of the deck-house on the shelter deck. On the main deck there was the main saloon, which was long and wide. It was lit by large patent rectangular windows which were paneled with mahogany with carved pilasters. The first class dining saloon was situated on the lower deck with accommodation for 120 passengers. It also had a handsome appearance, being paneled in mahogany and oak. At the aft end of the dining saloon there was a large pantry fitted up with Bain Maries, carving tables and linked by lifts to the main galley, which was situated above. At the fore end of the dining saloon on the lower deck there was a saloon for first class passengers.

The Ben-my-Chree was also fitted with 8 private cabins. These were located on the shelter deck and were exceptionally well furnished, fitted with sofas, a table and a folding lavatory.

In the second class section there was a large saloon on the main deck and a dining saloon on the lower deck, forward of which was the second class ladies saloon. A large buffet and bar was also provided for the second class passengers.

Fitted with two funnels and two masts which were schooner rigged a fine sheer and smart rake, the vessel was said to look as if she was at speed, even when at anchor.

Service life Ben-my-Chree had been scheduled to enter service in June 1908. However, industrial action which resulted in a "lockout" of employees at Vickers delayed her entry into service. She entered the graving dock at Barrow on 28 May, in order to have her propellers fitted and for her turbines to undergo testing. As a consequence of the strike, certain parts of her woodwork had also to be completed and her entry into service was therefore delayed until July.Peel City Guardian. Saturday 23 May 1908 Because of this delay, the Empress Queen had to be taken back into commission earlier than planned.

Maiden voyage