Nieuw Amsterdam: The Ship of the Future

As the Atlantic (and other ocean routes) returned to regular passenger trade during the mid-1920s, each nation resumed the competition for the passenger traffic.  Before the depression few new ships were planned to enter service and up the ante on the Atlantic.  In 1927, France put the finest restaurant and Art Deco décor to sea with the Ile deFrance (1926).  We have seen the German record breakers Bremen (1929) and Europa (1930) come into service.  They are larger and faster than the newest French rival and outclass the British vessels in service.  The Italians challenge the Germans for speed in 1932 with the Rex- the first superliner to sail from the Mediterranean.  France will make the boldest statement of all with Normandie (1935).  By the mid-1930s it becomes clear that each nation should do its best to construct a magnificent vessel- a ship of state.

Sleek lines and balanced profile of the Nieuw Amsterdam.  Model by Triang-Minic with original Holland America postcard (undated).

One of the most modern ships of the era came from the Netherlands.   Sailing alongside Statendam (1929), the Nieuw Amsterdam of 1938 brought streamlined design and modern art to sea.  Light colors, synthetic materials, and curvy furniture prevailed on this splendid vessel.  She was comfortable and elegant, yet approachable.  Holland-America dubbed her “the ship of the future.”  Sailing from the northern route, the ship was designed for tropical cruising as well and fitted with forced air ventilation to keep her interiors comfortable.  Her theater was fully air-conditioned!   All first class cabins had private full bathrooms and she boasted an indoor and outdoor swimming pool. She was also the largest twin-screw ship built to date.

 

First class dining saloon.

Her career in the 30s was short, however, and she spent 1939 laid up and then requisitioned by the Allies in 1940.  She was the fourth largest troopship during the second world war, carrying 350,000 men and sailing more than 530,000 miles.

Very modern design with simple, clean lines.  

She returned to sea in 1947 and settled into nearly thirty years of profitable service.  She was a popular ship with many loyal followers and it was with much sadness that she suffered, like many of the liners, to the onset of jet-travel.  In 1971 she was taken off the Atlantic route and placed exclusively on cruise routes until she was decommissioned in 1974.  

S.S. Nieuw Amsterdam (1938-1974) Built by Rotterdamsche Droogdok Maats, Co, Rotterdam, Netherlands for Holland-America Line.  36,982 gross tons, 759 feet long; 88 feet wide.  Eight steam turbines singled reduction geared to twin screw.  Service speed 21.50 knots.   As built, 1, 663 passengers (691 first class, 972 tourist class).

Deluxe Economy: Motor Ships and Cabin Class

            In the mid-1920s, White Star Line became a British-owned firm once again.  Released from IMM, but with modest capital, the line began to think about the future and invigorate the present operations.  White Star sailed arguably the world’s largest liner, the Majestic (ex-Bismark) awarded as reparations for the loss of HMHS Britannic.  They also owned a smaller, but very modern liner, Homeric (ex-Columbus) that sailed as a running mate for Olympic.  These three ships were the premiere vessels of a diverse fleet of smaller and much older vessels.  White Star never fully recovered from the loss of Titanic in 1912, the disruption of business and loss of ships during the world war, and the loss of capital that came with IMM’s umbrella.  That conglomerate began to unravel, albeit slowly, after the death of J.P. Morgan and the resignation of J. Bruce Ismay.  The new director, Harold Sanderson, focused on keeping the company sound and maintain business.  As we have seen, all the lines faced difficulties with dramatic loss of immigrant traffic since 1921.  The shipping lines had to think new to stay afloat (pardon the pun).  Pre-war vessels such as Olympic were updated frequently to keep pace with passenger demands and new trends.  While they never fully shed their Edwardian trappings, the periodic refits of the 1920s and 1930s added many modern features:  cinemas, dance floors, larger luxury suites, bathrooms in staterooms, shopping arcades, and more tourist-class space.

            In the late 20s, White Star planned a new vessel that they wished to set a new record for size and luxury.  This would be the 1,000 foot, 80,000 ton vessel Lord Pierre dreamed of early in the century.   This would be a truly modern ship and bear the name of illustrious predecessors-- Oceanic.  But it was not to be. Profits began to decline and then plummeted with the onset of the Depression.  So, White Star changed plans.  Rather than build one large vessel, they planned two smaller ones that would be able to run cruises and sail as a single class vessel if need be.  To attract passengers, they would be thoroughly modern in interior design and take inspiration from the streamlining movement on the outside.

Georgic and her near-sister Britannic were the last liners built for the White Star Line.

            In 1930, White Star’s builder, Harland & Wolff, launched the first of the new vessels.  Named Britannic, she was conceived as a “cabin liner”-- that is the top tier accommodation offered first-class amenities as second class prices.  With Britannic, White Star eschewed steam turbines and installed diesel-electric engines.  The “motor ship” came into vogue during this period on the coastal and empire routes.  At her launch Britannic was the largest motor ship in the British merchant marine.  Two years later, Georgic a larger near-sister was launched.

Long sleek lines of the Georgic.  Model by Mercator with Triang Minic quayside models and Hansa tug,

            The motor ships were long and sleek looking.  They had two short funnels, two masts rigged with cargo booms, and a modern cruiser stern.  Inside, the ships had Art Deco features: light woods, chromium fixtures, and abstract patterns in the carpets and fabrics.  Like the Bremen and Europa their interiors looked like ships and the public rooms looked and felt much less formal than in the older ships.  The Britannic by comparison was a more conservative ship.  After the merger with Cunard, many fittings removed from Aquitania were installed in Britannic.  From the start Georgic’s interiors and exteriors were more moderne in design. 

The art deco styling of Georgic is reminiscent of larger contemporaries such a North German Lloyd's Bremen.

            Georgic was the last White Star liner built and, with her sister, sailed for nearly three decades.  Both ships were initially popular, as most new ships were, but maintained popularity due to the lower fairs and improved comforts (including forced air cooling!) in all classes.  The two vessels maintained a busy schedule for crossings between Liverpool and New York and then after 1935 departed London.  They were the largest liners to use that port regularly.  In the winter months, the ships went cruising ($100 for eight days to Bermuda and Nassau) to tropical climes. 

            During World War II, Georgic and Britannic served as troopships.  Britannic served largely without incident, but Georgic was damaged by fire in 1944 and suffered extensive damage.  She remained in service, but was never fully reconditioned to her pre-war condition.  After the war, she sailed on austerity service and during the early 1950s  she sailed on a leisurely route to northern ports to New York.  The damage from the fire rendered her structure too weak to risk on winter Atlantic crossings. During winter months, she sailed as an all tourist-class cruise liner.  In her last years she was rebuilt with a single funnel and was a demoted ship in the Cunard-White Star fleet.  She was sold for scrap in 1956.

           

 Georgic (1932-1956) Built by Harland & Wolff, Limited, Belfast, Northern Ireland for White Star Line.  27, 759 gross tons, 711 feet long, 82 feet wide.  B&W diesels geared to twin screw.  Service speed 18 knots.  As built total capacity of 1,542 passengers (479 cabin class, 557 tourist class, 506 third class).

"Cathedrals of Steel:" German Deco at Sea

After losing much of the merchant fleet to the war or as reparations to the Allies, German shipping was a shambles.  The first half of the 1920s saw the construction of modest sized and spec’d vessels in an attempt to establish regular shipping service again.  By the end of the decade, German ships were among the most modern in design and accommodation.  The Bauhaus and Art Deco designs replaced the Edwardian styles of the pre-war liners, rendering them old fashioned, and giving the newer vessels a competitive edge.  As passengers and profits returned, North German Lloyd thought big. Why not build a pair of sleek express liners and recapture the Blue Ribband?

T.S. Bremen (1929). 1:1250 Model by Carlos Marquardt.  Tugboat model by Hansa.

On consecutive days in 1928 in Bremen and Hamburg NDL launched their newest liners: Bremen and Europa. The new ships were built for speed with powerful turbine engines and a new bow design.  Rather than a knife-like prow, the new ships had a bulbous bow.  The shape of the water passing the bow of a ship is a bulb and bulb in the hull fills in the shape of the water and reduces drag.  Combined with powerful engines the ships were sure to break Mauretania’s speed record. 

Bremen's bulbous bow is clearly visible in this pre-launch photo.

Attribution: Bundesarchiv, Bild 102-06403 / CC-BY-SA

The hull was built with welded plates rather than riveted and provided a smooth surface.  Two squat, oblong funnels topped a low superstructure, the lines of which pleasantly curved both fore and aft.  In between the funnels the ships had launch gear for a Lufthansa seaplane.  The plane would depart from the ships thirty-six hours before reaching port and bring priority mail ashore.  This proved a fantastic publicity scheme and offered the public another aviation feat, but the service was costly and discontinued after a few years.

The seaplane preparing for launch from Europa.

Attribution: Bundesarchiv, Bild 102-10309 / CC-BY-SA

Postcard depicting Bremen at speed.

Bremen and Europa were due to enter service together (and make maiden voyages in tandem) in the summer of 1929.  Unfortunately, the Europa was nearly destroyed by a fire in her fitting out basin and would not see service for another year (she was nearly lost again during a fierce gale in 1946).  Bremen departed for her maiden voyage alone and captured the Blue Ribband from Mauretania with a crossing of 4 days 17 hours and 42 minutes at an average speed of 27.83 knots.  Once in service, Europa bettered her sister’s time.  After more than twenty years, the Blue Ribband was back in German hands.

Bremen and Europa.

Attribution: Bundesarchiv, Bild 102-09397 / CC-BY-SA

Inside they were designed with modern architecture and did not attempt to mimic a country home.  They looked like ships both inside and out and presented an air of seagoing luxury.  The ships were initially very popular with travelers  particularly in first class and in the first years of the depression, new ships attracted many travelers.  

Bremen departs on an early career crossing.

Attribution: Bundesarchiv, Bild 102-11081 / Georg Pahl / CC-BY-SA 3.0

The ships also offered luxury cruises, and the Bremen was the largest ship to pass through the Panama Canal (until the QEII).  However, as the political situation in Germany became unstable, many passengers began to shy away from German vessels.  In New York, anti-Nazi protestors frequently greeted German ships.  In one instance, a group managed to clamor aboard and rip the swastika flag from the jackstaff.

Bremen and Europa. This model in the foreground depicts Bremen as-built.  The short stacks were later heightened
because exhaust and soot did not clear the ship and dirtied passengers' clothes! Europa in the background is modeled with the heightened funnels.  Indeed she looks taller in the water than her sister.

While war clouds gathered August 30, 1939, the Bremen was in New York and departed without passengers under the cover of darkness under orders to return to Bremerhaven.  They did not want to risk internment as they did with the Vaterland in 1914.  Her crew painted her battle grey while at sea and she made a daring run at full speed to Murmansk.  In December, Bremen returned to her homeport.  Two years later, she was destroyed by fire and scuttled at her pier.  The ship was a total loss and her steel was scrapped for the war effort.  The Europa was safe in Hamburg during the war and used briefly as a troopship by the Allies in 1945-46 and then was given to France as reparation for the loss of Normandie.  Renamed Liberté she sailed for CGT until 1961.

T.S. Bremen (1929-1941) Built by A.G. Weser, Bremen, Germany: 51,731 gross tons; 938 feet long; 102 feet wide.  Twelve steam turbines, single reduction geared to quadruple screw. Service speed 27.50 knots.  2,231 passengers (723 first class, 600 tourist class, 908 third class).

The Ship Beautiful

From 1907 Cunard enjoyed great success with Lusitania and Mauretania but planned for another ship on the express route to be built later.  In June 1911, as rival White Star Line’s Olympic entered service, the keel was laid for the third express turbine powered steamer.  Cunard was concerned about competition from the larger ships and decided to build a larger and more luxurious vessel than the Olympic-class.  This time, they were not designing a ship for speed.  The new ship was named Aquitania and it would be one of the most beloved and enduring liners.  Few could imagine when she was launched in 1913 that she would serve in two world wars and sail until 1950- an extraordinary long career for an ocean liner.

 Aquitania in harbor.  Model and dockside structures by Triang-Minic.
Olympic is in the background.

Noted ocean liner historian John Maxtone-Graham liner described the Aquitania as Cunard’s Olympic-class liner.   She was longer, heavier, taller, had a deeper draught than her consorts and her rivals.  She was as steady at sea as Olympic, and shared similar amenities: indoor swimming pool (a Cunard first), numerous elevators, luxury suites with private promenades, and posh furniture that was not bolted to the floor!  She was even more splendidly decorated than the other British liners.  Cunard secured Arthur Davis of the noted firm Mewes and Davis of London, designers of HAPAG’s premier ships and many stately country homes to design first class public rooms.  James Miller, Lusitania’s designer, worked alongside Davis on Aquitania, as did other noted firms designing second and third class public rooms.  These public rooms were impressive: Palladian, Empire, Louis XVI, Tudor, and other styles were used in the public rooms and suites.  Outside she had a balanced profile, four evenly spaced, slightly raked funnels, two towering pasts and a handsome counter-stern.  She was truly “the ship beautiful.”

Aquitania photographed in 1925.

Aquitania came to sea in 1914 and sailed on her maiden voyage in June.  She made three round trips before the Great War erupted in Europe.  From August 1914 she was called into His Majesty’s Service carrying troops initially, and later as a hospital ship.  In 1919 she was returned to Cunard and restored to a floating palace once again.  Like Olympic, she was converted from oil to coal and third class reconfigured as tourist class.  Many changes were made to her accommodations over the years to keep pace with passenger demands.  Smoking rooms opened to women, jazz bands played after dinner, and movies shown in Edwardian spaces.  She was a tremendously popular ship throughout the 1920s and early 30s, but like her consorts Mauretania and Berengaria (ex-Imperator) the mean years of the Great Depression proved hard on the great liner.

Aquitania joined Mauretania as Cunard’s premier liners offering cruises to the Mediterranean, Caribbean and weekend trips to New England, but she made many transatlantic crossings as well.  She adapted with the times and kept travelers coming back to her.  By the late 1930s, much of the combined Cunard-White Star fleet had been sold or sent to the breakers to provide work for unemployed laborers and to raise capital for Cunard.  The focus was on a new superliner, Queen Mary to enter service in 1936.  A sister ship, Queen Elizabeth was underway at Clydebank and the plan was to retire Aquitania when she came into service in 1940.

Real photo postcard of Aquitania, ca. 1930.

 Plans change, however.  The world was at war again in 1939 and Aquitania answered the call once again.  This time, she served the entire war as a troopship- first in the Pacific and Indian Ocean (a terrible ordeal for crowded troops in the tropics on a ship without air-conditioning ) and then after the U.S. entered the war on the Atlantic run.  She was the third largest troopship on the seas and served without mishap.  When the war ended, she brought the veterans home once again.  During the last few years she sailed to Halifax rather than New York.  She made her last voyage across the Atlantic in November.  She left Southampton for the last time in February 1950 to the Clyde, a few miles downriver from where she was built.

R.M.S. Aquitania (1914-1950) Built by John Brown & Company Limited, Clydebank, Scotland.  As built in 191: 45,647 gross tons; 901 feet long; 97 feet wide.  Steam turbines geared to quadruple screw. Service speed 23 knots.  2,230 passengers (618 first class, 614 second class, 1,998 third class).