Hail the Queen!

Facing fierce competition from the Art Deco German super liners Bremen (1929) and Europa (1930) and the stunningly decorated Ile de France (1926) British shipping began planning new, ultra modern ships to compete on the Atlantic ferry.  White Star Line was planning a ship of at least 60,000 tons and rival Canard developed plans for a huge 80,000 ton liner that they hoped would be the largest and fastest ship.  The onset of the Great Depression halted these plans.  Canard and White Star were forced to merge in order to stay afloat (pun intended) and with the merger came a combined fleet of splendid vessels, but ships losing money to diminished traffic.  The new company Canard-White Star, Ltd., faced new competition on the Atlantic by the mid-30s:  the elegant Rex (1932) sailing from Italy and the massive-- and faster-- Normandie (1935) from France.  When these ships entered service they were the fastest liners afloat and Normandie was the largest.  At 81,000 tons (later refitted to 83,000) she was by far the heaviest ship yet built.  

In Scotland, the British contender sat rusting on the stocks for two and a half years as depression halted construction.  In 1934, Cunard-White Star sold or scrapped much of the fleet to build capital and Parliament granted a large subsidy to the company to resume construction on the new ship.  Why the subsidy?  For one, national pride was at stake.  Britain always sough to be the best on the seas, the North Atlantic in particular.  Workers needed encouragement and jobs to show that the Depression would end.  Construction of the massive liner put many shipwrights, ironworkers, carpenters, etc back to work in Glasgow and in the other firms that supplied parts and machinery.  The ship, simply known as Hull 534 was a symbol of national recovery.  In addition to the ship’s civic and economic value, was the notion that a super liner may be needed for war duties as some in the British government sensed that another conflict with Germany may loom near.

As Hull 534 neared completion, Cunard decided to name the ship Victoria.  Legend has it that Canard executives went to see George V to inform him they decided to name the ship after “England’s greatest queen” to which the King replied, “my wife would be delighted.”  While the veracity of this story is questionable, with much fanfare  Their Majesties launched the newest liner, Queen Mary, in September 1934.

1:1200 model of Queen Mary by Triang-Minic resting on frontispiece for James Steele's Queen Mary.  Original Cunard luggage tag and photo postcard circa 1960s.

The new ship entered service in 1936 with a competitive tonnage of 81,237 and length of 1,018 feet and competed directly with the Normandie.  Depending on who you asked and what criteria they measured, either one was considered the world’s largest ship.  For nearly four years, they competed to be the largest and also the fastest.  The Queen Mary did not beat Normandie’s speed record on her maiden voyage, as was hoped.  A combination of rough weather and new machinery hindered her chances.  On her sixth voyage she captured the Blue Ribband, now formally the Hales’ Trophy (since 1933) with a run of 4 days 27 minutes at 30.14 knots.  Normandie subsequently made faster crossings in 1937, but the Queen won the record for good in 1938 with a crossing in under four days (3 days 21 hours and 48 minutes) at nearly 31 knots.  Queen Mary was the fastest liner in the world.

Much of the design of Queen Mary was modern, but some features such as the three funnels and the open well deck forward were classic features.  It is, perhaps, this blend of new and old that made her so popular.  It certainly gives her charm.  Revell of Germany 1:570 model kit built in 1999.  Original Cunard postcards.  The Black and White card was posted in 1936.

Queen Mary was one of the most successful liners of all time and, perhaps second to Titanic the most famous.  She was instantly popular and solidly booked throughout the first years of service despite the depression and fewer passengers making crossings.  No one has ever managed to fully understand why she was much more popular with passengers compared to Normandie, Rex, Conti di Savoia or other new vessels of the era that boasted much newer designs inside and out.  It is suggested that people shied away from Normandie because she was too elegant.  There was something comfortable about Queen Mary’s interiors.  Nothing was spared on the ship.  Hardwoods from across the empire, shiny metals, fine carpets, and artwork throughout.  Many cabins, even in tourist class had private bathrooms.  Tourist class passengers had more promenade and open deck space than before and they had a swimming pool (indoor) and children’s playroom as well.  The ship had a streamlined bridge front, gracefully rounded superstructure, and a modern cruiser stern. She also had new gravity davits that made lowering boats smoother and also hoisted them above the boat deck, allowing more room for passengers to walk.

Triang Minic model and general arrangement plans published in The Shipbuilder, 1936, 1987 reprint.

Queen Mary sailed for barely three years before the war clouds gathered and she found herself idling in the safety of New York harbor alongside Normandie and lIe de France.  In 1940 she was joined by her new companion ship, Queen Elizabeth- the undisputed largest ship in the world- to be readied for war.  In May 1940, Queen Mary began ferrying troops in the Indian Ocean and South Pacific.  These were her roughest days-- crammed with thousands of troops in the tropics-- she did so without air conditioning and inadequate ventilation for the warm climate.  In 1942 she returned to the Atlantic run ferrying Canadian and American troops to England and Scotland.  In July 1943 she set a record for carrying 16,683 people-- the largest number of soldier-passengers in a single crossing.  Special bunks, called standee bunks were installed in every possible location so that the maximum number of men could be carried.  They ate and slept in shifts.

Miraculously, Queen Mary made her wartime crossings without endangering her troops to submarine or air attack.  There were close calls however.  On one stormy crossing a massive wave nearly capsized the troop laden ship.  In 1942 she tragically collided with the destroyer HMS Curaco and cut the smaller vessel in two.  Full of troops, Queen Mary was under orders not to stop or slow down under any circumstances.  The few survivors had to wait for nearby naval vessels to rescue them.  

Queen Mary at sea. 1:1250 model by Mercator.  Rebuilt masts.

The contribution of the Atlantic liners as troopships and hospital ships cannot be underestimated or ignored.  Winston Churchill credited the Cunard Queens for shortening the war by at least a year.  In 1945-1946 Queen Mary brought the veterans and the millions of “war brides” home.  These men and women were eager to visit families, friends, and experience Europe and the world in a way the two decades of depression and war prevented.  Queen Mary returned to her peacetime role in 1947 and remained the most popular ship for years afterward.

The legendary profile of Queen Mary.  Her outline is unmistakable.

By the late 1950s, Queen Mary faced new competitors.  First, she was dethroned as the fastest liner by the American liner United States (1952), and by 1960 was losing passengers to transatlantic airliners.  All of the liners suffered declining passenger traffic during the 1960s and were once again losing money.  Smaller ships, such as the second Mauretania and Caronia were converted exclusively to cruising, a form of travel slowly gaining popularity.  By 1967 Cunard decided to retire Queen Mary from service. Fortunately, she was saved from scrappers by the city of Long Beach, California were she still serves the public as a museum, hotel, and convention center.  She made her 1,000 crossing from Southampton to New York and then to Long Beach.  The last voyage was sold out.  

R.M.S. Queen Mary (1936-1967).  Built for Canard-White Star, Ltd. by John Brown & Company, Ltd., Clydebank, Scotland.  As built: 1,018 feet long, 118 feet wide, 81,235 gross tons.  Steam turbines geared to quadruple screw.  Service speed 28.5 knots.  As built: 2,139 passengers (776, first class, 784 tourist class, 579 third class).

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).