HISTORY - OCEANIC, a matter of design

OCEANIC of once HOME LINES was a matter of design and became an icon similar to EUGENIO C. her near sister for LINEA C. OCEANIC is reflecting a time when good design was a neccessaty for the reputation of a passenger shipping company.

by Earl of Cruise

ss OCEANIC, promotional postcard of HOME LINES - own collection

"Give an Italian a piece of steel and he is forming art of it!" I wrote in my article about EUGENIO C., it is with OCEANIC the same ... OCEANIC is often called the near sister to the LINEA C. liner for the La Plata trade. OCEANIC, another Italian beauty, instead was constructed for the Transatlantic run in summer seasons from Cuxhaven via Southampton and Le Havre to Canada, and in winter OCEANIC was intended to do cruises. Unfortunately OCEANIC never entered the Transatlantic trade and was used from the beginning of her long career as a cruise vessel.

ss EUGENIO C., promotional postcard of LINEA C - own collection

OCEANIC was the first newbuilt ship ordered by HOME LINES. She was ordered from the CANTIERI RIUNITI dell' ADRIATICO shipyard at Monfalcone, Italy. The construction did cost US$ 40 mio in 1965. CANTIERI RIUNITI was the same shipbuilder as for EUGENIO C. OCEANIC was designed as a combined two-class oceanliner and one-class cruise ship. Please note a cruise ship is not a liner and not a cruise liner - some marketing "specialists" made this up, to upgrade their vessels with the image of the old famous transatlantic liners.

Builder:	Cantieri Riuniti dell' Adriatico, Monfalcone, Italy
Yard number:	1876
Launched:	15 January 1963
Acquired:	March 1965
In service:	31 March 1965
Tonnage:	39,241 GRT (British measurement) 29,000 GRT (Panamian measurement) 38,772 GT (after rebuilding 2000) 08,738 t DWT 19.141 NRT
Length:	238.44 m (782 ft 3 in)
Beam:	29.42 m (96 ft 6 in)
Draught:	8.60 m (28 ft 3 in)
Installed power:	·4 × DeLaval steam turbines, combined 44500 kW / 59.823 hp
Propulsion:	Two propellers
Speed:	26.5 kts (49.1 km/h; 30.5 mph) service speed 27.25 kts (50.47 km/h; 31.36 mph) maximum speed 18 kts (33 km/h; 21 mph) cruising speed
Decks:	10 (passenger accessible)
Capacity:	1,600 passengers (maximum) 230 I. class, 1.370 II. class in 500 cabins, on cruises 1200
Capacity:	1800 passengers (maximum)
Crew	600 / 565

According to William H. Miller's book, `Greek Passenger Liners´, the main designer behind the ship was in fact Home Lines' executive vice president, Charalambos Keusseuglou, who drew up the plans together with Mr. Costanzi, who had designed the GALLILEOGALILEI and GUGLIELMOMARCONI of LLOYD TRIESTINO.

There is some disbelieve in this fact. Despite OCEANIC included many forward-looking features that are still included in present-day cruise ships, such as a magrodome covering the pool area, and life-boats located not on the top of the ship, but on separate lifeboat bays, lower on the hull. Nowadays a SOLAS/IMO regulation, each lifeboat fixing is max. allowed to 15 meter above the waterline. OCEANIC was the first modern ship having the lifeboats located that low, despite the Ballin trio of IMPERATOR class had been really the first locating the lifeboats that low, after the TITANIC sinking. And the Dutch WILLEM RUYS, later ACHILLE LAURO, as well as ITALIA / PRICESS ITALIA had the same configuration, as well CANBERRA and ORIANA.

OCEANIC in dock at New York habor - Source: NARA - 548403

clear visiable the the low fixing of the lifeboats, while the rounded ending of the superstructure is remembering that of NORMANDIE

Further, the dining room had no space and view interupting columns.

Today, as mentioned above, it is a SOLAS regulation, and only QUEEN MARY 2 got an excemption as of her transatlantic sailings. The regulation says that today lifeboats have to be fixed max. 15 meter above the waterlevel ... but the swell of the Atlantic is 15 meter at its normal ...

The documents relating to the original design, as placed in service with HOME LINES, have been

preserved, and they are now in the Fondo Egone Missio Archives in Monfalcone, Italy.

OCEANIC for HOME LINES in a beautiful stern view by Stephen Card - courtesy Stephen Card

OCEANIC on the Hudson, New York promotional postcard - own collection

There have been some discussions going on who really made the design for OCEANIC.

“Who Really Designed The OCEANIC?” By William Vandersteel - Alpine, NJ – USA Published at http://www.ssmaritime.com/OCEANIC.htm Little known history behind the identity of the original designers of the OCEANIC, steadfastly denied by the Italian shipbuilder and the CEO of HOME LINES, is the true story of how it came into being. It goes back to a meeting between Aristotle Onassis, John W. Hupkus, Managing Director of the Dutch shipyard, Koninklijke Maatschappij „De Schelde“ and the writer, William Vandersteel, USA representative for de Schelde. The meeting took place in Monaco in 1957. Ari Onassis had asked for the meeting to discuss his proposal for the De Schelde Shipyard to develop a design for two ships, specifically designed as cruise ships, and with trans Atlantic capability, to operate in the Mediterranean during the winter and the Caribbean during the summer. Onassis and Hupkes were friends and, except for specifying cruise speed and passenger capacity, Onassis left all design details to de Schelde. In 1953, de Schelde had completed the Kungsholm II for the Swedish American Line and, during the maiden voyage to New York, which I attended, I mentioned to Hupkes that the new Kungsholm was a nice design in the traditional sense and observed that I could suggest some "improvements" to bring the design and styling into the modern age. After discussing my ideas, Hupkes was intrigued and suggested I meet with his naval architect during my next visit to Holland. In 1955, I met with de Schelde's naval architect, Mr. Pieterse to discuss my ideas. Pieterse was a young chap and, initially, less than enthusiastic with my ideas. Unfortunately, he died prematurely from cancer at age 36, shortly after completing the design for the Onassis cruise ships. As for my background, I am an aeronautical engineer with a lot of experience as a youngster, sailing all over the globe with my family, giving me an abiding interest in ships. I also gained some styling design experience with my first job, after graduating from MIT, with the General Motors Styling Section for car design. The job lasted only 8 months when World War II broke out and I volunteered to join the US Army Air Corps to be trained as a fighter test pilot. De Schelde's Naval Architect, Mr. Pieterse and I sat down in 1955 to discuss my ideas, briefly outlined as follows; Change the conventional curved sheer line to a straight line, parallel with the water line. Eliminate camber to make flat decks, like floors in any building ashore. Neither sheer nor camber serve any purpose on a large ship, or any ship for that matter, and they only add to cost. At first, Pieterse was horrified at the thought of a ship without a graceful sheer line as he had designed for the Kungsholm.  Pieterse tried to defend camber on structural ground but eventually conceded that the same structural integrity could be achieved without camber. To achieve proper styling, all decks must be flat and parallel with the waterline. OCEANIC navigating on the Hudson, clearly visable the lissing of a sheer line - own collection Next, I insisted that all promenade decks be fully glass enclosed. I knew from experience that the first thing an experienced ocean traveller does after boarding, is to run for the deck steward and reserve a deck chair on the limited space of the fantail (stern), the only place where you don't get blown away. Also, I insisted that the only promenade deck be at the very top level, also fully glassed in, with an unobstructed view of the ocean. I also insisted that the lifeboats be stowed on a lower deck and not on the top deck so they would not detract from ship's styling. My attempt to substitute life rafts for life boats was apparently not allowed by Lloyds' rules, though they are obviously a safer and better solution. Naval ships only use life rafts even in the face of much larger risk. Then, as a main feature of the ship, I envisaged an open space near the ship's center, with a transparent sliding roof and a swimming pool as the central attraction. The beam sides to be fully glassed in with all seating (deck chairs) facing inwards, overlooking the swimming pool. The presumption is that passengers would rather stare at Bikinis than look at the ocean which they can see from their cabins or top deck. The sliding roof would close during inclement weather. I named this the Lido deck though I do not know if this name was original at that time. After Pieterse completed the design, he had become an enthusiastic supporter of the new configuration and conceded that eliminating sheer and amber might reduce the total construction cost by as much as 10%. I was given a ten page copy of the completed design and I was satisfied that Pieterse had faithfully followed all my suggestions. De Schelde's proposal and drawings were presented by John Hupkes to Ari Onassis in a Paris meeting sometime late1955. I was not present and do not know what transpired. Hupkes did indicate to me that Onassis was not ready to proceed with his plans. Though I have no first hand knowledge, I surmise that Onassis conveyed the drawings to his friend Eugen Eugenides, owner of the Home Lines. The Home Lines eventually contracted with the Italian shipbuilder Cantieri Reuniti del Adriatico of Monfalcone, Italy to build the OCEANIC and it was delivered in 1963.   A bow with a special curve, only OCEANIC and EUGENIO C. had this special upward curve at the tip - own collection The significant fact is that every cruise liner, without exception as far as I know, built since the completion of the OCEANIC has followed every feature and configuration which led to the OCEANIC's original design. That neither the Italian builder or the Home Lines, as far as I know, has ever claimed credit for introducing a wholly new design concept for cruise ships, probably stems from their concern that such a claim could lead to the revelation that the original design was made by Mr. Pieterse, Naval Architect for the Kon. Mij. De Schelde of Vlissingen, Holland. William Vandersteel, published at Reuben Goossens website, www.ssmaritime.com

OCEANIC was owned and operated last by PEACE BOAT. Built in 1965 by Cantieri Riuniti dell' Adriatico, Monfalcone, Italy for HOME LINES. Between 1965 and 1985 she sailed for HOME LINES as cruise vessel and when sold, she sailed for PREMIER CRUISE LINE under the names STARSHIP OCEANIC and BIG RED BOAT I, before being sold again in 2000to PULLMANTUR CRUISES and reverting to her original name. In 2009 she left the PULLMANTUR fleet, after purchased by a Japanese investor for PEACE BOAT.

OCEANIC on her first circumnavigation as the PEACE BOAT in Helsinki - sourece: Wikiwand

OCEANIC was intended to do liner voyages from Europe to Canada and the USA, during the northern hemisphere summer and cruising during the winter season. OCEANIC was one of the first liners with a dual concept in mind when on the drawing boards. OCEANIC was too the first newbuild for HOME LINES and for some time the last, till ATLANTIC build at La Seine and then HOMERIC from MEYER WERFT, Papenburg.

OCEANIC under construction at "Adriatico" - courtesy Reuben Goossens

A vast number of "firsts" had been implemented in OCEANIC by the engineers of Pieterse and William Vandersteel at the builders Koniklijke Maatschappij "De Schelde" during a project development in 1955 for an intended passenger vessel for Aristoteles Onassis´company, but had been realized finally in OCEANIC.

Basically OCEANIC and EUGENIO C. have in similar the basic the basic hull design. But OCEANIC was constructed without any sheer line in the passenger areas, and only a slight sheer in the bow and stern section of the hull. EUGENIO C. had a clear visable sheer line. NORMANDIE was another example for the same principle of construction. And today, no modern cruise vessel is build with a sheer line.

Launch of OCEANIC - courtesy Reuben Goossens

OCEANIC was launched on 15 January 1963, originally to be launched a week before, but due to unusually cold weather in Italy, the launch had to be delayed. Her fitting out took over two years, until the ship was finally delivered to HOME LINES in March 1965. By this time, the company had decided to abandon transatlantic service due to falling passenger numbers and the successful establishment of HAMBURG ATLANTIK LINIE in 1958, and their HANSEATIC which planed their own dual purpose newbuild. As a result, OCEANIC never was used on the Europe–Canada service. HOME LINES, incorrectly, marketed OCEANIC as "the largest ship ever designed for year round cruises". In their marketing material, HOME LINES also used British tonnage measurement for the ship, giving OCEANIC tonnage of 39,000 GRT, even though she was registered in Panama, and by Panamanian measurements the vessel was only 29,000 GT.

OCEANIC with new fleetmate DORIC, ex HANSEATIC 2, ex SHALOM in the port of New York - own collection

OCEANIC was finally delivered to HOME LINES in March 1965. On March 31st, she left Genoa for a transatlantic crossing to New York with omly 200 fare-paying passengers, the others had been invited. She made after a short series of transatlantic crossings, following which OCEANIC entered the cruise service from New York to the Bahamas on April 24th 1965, operating in tandem with the companies older HOMERIC, ex MARIPOSA. During summers, OCEANIC ran seven-day cruises from New York to the Bahamas, with longer cruises to the Caribbean in the winter. OCEANIC was one of the most successful cruise ships of her time, operating consistently at 95% capacity and cruises booked up to one year in advance.

OCEANIC cruise broshure 1967 - own collection

OCEANIC presented in a HOME LINES cruise broshure of the mid 70s - copy from my own collection

 OCEANIC cruise broshure 1966 - own collection

It is reflecting a time, when cruising was not the mass market phanomenon

 OCEANIC nenue card, cover - own collection, bought at TIMETABLE IMAGES

OCEANIC menue card, back cover - own collection, bought at TIMETABLE IMAGES

 OCEANIC menue card, back cover - own collection, bought at TIMETABLE IMAGES

OCEANIC passenger list, front cover - own collection, bought at TIMETABLE IMAGES

For the happy few of those days, travelling the seas for vacation, it was a source of who-is-who aboard 

Areal photographic view of OCEANIC - courtesy Reuben Goossens

In November 1968 a fire started on board OCEANIC which lead to cruise cancellations and a refitting.

In 1982 HOMNE LINES took deloivery of the new ATLANTIC, which supplanted OCEANIC as the company flagship. Another new new ship, HOMERIC, was slated for delivery in 1986. In preparation for this, OCEANIC was put for sale, and PREMIER CRUISE LINE bought OCEANIC in 1985.

With the sale to PREMIER, the glamour was gone, OCEANIC in PREMIER colours - own collection

Following sale to PREMIER CCRUISE LINE, OCEANIC was renamed first ROYALE OCEANIC and later `The StarShip´ OCEANIC and initially placed on three- and four-day cruises from Port Canaveral to Nassau and Salt Cay in the Bahamas. This cruise could be combined with a stay at Walt Disney World. Later, during her career with PREMIER CRUISE LINES, she was often marketed as THE BIG RED BOAT, and in 2000, she logically was renamed BIG RED BOAT I. However, PREMIER CCRUISE LINE went bankrupt in September 2000, due to bad management and miscalculations. OCEANIC was detained by port authorities at Freeport, Fahamas, laid up and placed for sale.

OCEANIC in lay up with fleetmates SEABREEZE and REMBRANDT, ex ROTTERDAM - courtesy Reuben Goossens

The BIG RED BOAT I, the OCEANIC - copy from a photo slice, own collection

December 30th 2000, the BIG RED BOAT I was aqired by the newly founded, Spain-based PULLMANTUR CRUISES, a new established branch of Spanish tour operator PULLMANTUR. They reverted the name back to OCEANIC, and sailed to Cadiz, Spain, for a massive refurbishment. Rollowing that refurbishment OCEANIC entered the PULLMATUR cruise service out of Barcelona into the Mediterranean in May 2001. 

OCEANIC in Naples - courtey PULLMANTUR CRUISES, Geogia Cappabianca

During her career with PULLMANTUR, OCEANIC was permant rebuild by removing flamable materials to keep the ship up to date with the new SOLAS 2010 regulations. 

OCEANIC in La Valetta - courtesy JoP Foto, 2008

In September 2009 OCEANIC was wihdrawn from service with PULLMANTUR and sold to a Japanese investor, who bought the vessel for PEACE BOAT. The delivery took place in April 2009. 

OCEANIC started her PEACE BOAT career April 23rd 2009 with departing Yokohama for a around-the-world cruise that was due to conclude Augus 6th 2009 in Yokohama. The circumnavigation of OCEANIC was the 66th "GLOBAL VOYAGE FOR PEACE", and the first to feature extensive visits to various ports in Scandinavia, with the goal of learning about the nothern European welfare and education systems.

OCEANIC, the PEACE BOAT - courtesy Reuben Goossens

During the week between May 3rd and 9th 2010, OCEANIC was attacted by pirates from Somalia while off the coast of Yemen. OCEANIC was attacked by grenades, but managed to avoid being boarded by adopting a zig-zag manoeuvres at top speed and blasting the pirates with high-pressure water hoses. Reportedly the pirates were subsequently apprehended by NATO forces, of the mission ATALANTE.

During the week between 3 and 9 May 2010, OCEANIC came under attack by pirates from Somalia while off the coast of Yemen. OCEANIC was attacked by grenades, but managed to avoid being boarded by adopting zig-zag manoeuvres at top speed and blasting the pirates with high-pressure water hoses. Reportedly the pirates were subsequently apprehended by NATO forces, of the Mission ATALANTE.

The PEACE BOAT OCEANIC anchored in Hongkong - courtesy Reuben Goossens

On Friday 05 May 2012, the OCEANIC sailed into the port of Yokohama terminating the last cruise for Peace Boat. The vessel was returned to PULLMANTUR CRUISES in exchange with OCEAN DREAM which became the new PEACE BOAT vessel. OCEANIC finally was sold for scrapping in 2012.

When OCEANIC was scrapped in Zhoushan, China, she was the last of the great Italian ocean liners of the 60s - the last of her kind. The last where style was the matter of design, and where the look of the vessel was of importance, as it was reflecting too on the owners.

History - EUGENIO C. Liner to South America, liner and cruise icon