HAMBURG-AMERIKANISCHEPACKETFAHRT ACTIEN GESELLSCHAFT - HAPAG or HAMBURG AMERICA LINE is reflecting, as Germany, the LLOYD of Bremen, two
times of rsing and two times of devasting downfall and a third rise.
BORUSSIA, 1856, First Day Cover 1956 of Deutsche Bundespost - own collection
Once Germany´s biggest shipping line HAPAG / HAMBURG-AMERIKANISCHE
PACKETFAHRT ACTIEN GESELLSCHAFT-LLOYD, merged with it former old Hanseatic rival NORDDEUTSCHER LLOYD in 1970, to now HAPAG-LLOYD, had its peaks and downs, but rose each time on its
own to new hights, without any state subsidies. As German mail subsidiaries did
never cover the costs for purchasing or mainting the vessels ordered for the
specific German mail lines.
by Earl of Cruise
by Earl of Cruise
In this article I used most German Wikipedia links, as they proved to be mostly of better research quality, and surprisinf to me, some English lines and liners have only German written articles, for the others, English Wiki links are to find in the left manouver link side.
Germany Takes Hold of Maritime Power against Odds
Germany Takes Hold of Maritime Power against Odds
Frigate FRIEDRICH WILHELM ZU PFERDE - Source: Histarmar
Unlike the British deep sea navigation, which had
grown in a steady progress, the German mercantile shipping was subdued to a
change of up and down. In this connection it seems worth mentioning, that
Germany had been nothing more than a geographical and lingual but no national
term since the late Middle Ages. The beginning of a sea trade from ports of the
North and the Baltic Sea can be traced back to the early 12th century. A boom
developed after the founding of Lübeck by Herzog Heinrich der Löwe, of Saxonia
and Bavaria. Lübeck, emidiately
developed into a boomtown and German tradesmen from the whole Heiliges Römisches Reich Deutscher Nation (Holy Roman Empire) joined together to form the HANSE, which
developed by the time into the mightiest and most successful trade federation,
foremost because tradesmen from other European countries joined this union. At
first this union was formed to secure the trades and routes of these merchands.
Somehow that trade union, that UK wanted the EU to be, except of the military
engagements.
In the same degree as the British and other merchant
fleets had gained on influence, the HANSE lost importance. Especially since the
rediscovering of the Two Americas.
It was Kurfürst Friedrich Wilhelm of Brandenburg
coming to the throne in 1640, who felt again the need of a merchant fleet and protecting navy. He entered
in a trade and navigation agreement with England and put up the ORIENTALISCHE HANDLUNGS-COMPANIE
(PDF in _German). The small
and poor dutchy Brandenburg even gathered a colony in Africa at the Goldcoast, now Ghana, and founded the fortress Groß Friedrichsburg. Brandenburg-Preussen and joined in the lucrative slave trade. But when the country has become a
kingdom in 1701, the interest in navigation declined again, leaving a moderate
coastal and Baltic Sea business. They sold their interests to the Dutch in
1717/20.
The German deep sea navigation had fallen to an
absolute low point.
Except for the former HANSE cities, Bremen, Hamburg
and Lübeck. Especially Hamburg´s and Bremen´s importance grew the more the
HANSE lost it and other powers in the German territories did no longer engage
in deap sea trading. Securing their merchant fleets these cities invested in navy
vessels, Konvoischiffe, battleships,
like the WAPPEN VON HAMBURG 1669. and successors
WAPPEN VON HAMBURG II 1686 and WAPPEN VON HAMBURG III 1722.
WAPPEN VON HAMBURG, 1669, Konvoi Frigate of the Admirality of Hamburg - own collection
Arrival of Adriaen Pauw at Münster. 1646 or later, 100 × 161,5 cm. Münster, Westfälisches Landesmuseum für Kunst und Kulturgeschichte - Source: Wikipedia
After 30 years of devastating war of European powers on German soil, the Peace of Westphalia, Westfaelischer Friede in Muenster (Gerard Terborch 1648) - Source: Wikipedia
Since the Peace of Westphalia - Westfälischer Frieden, ending the
devastating European war that lasted 30 years on German territory, was the
first international peace treaty, and a common agreement of power balance in
Europe, signed in Osnabrück for the Lutheran parties and Münster for the
Catholic parties, Germany was splitt up into a multitude of most diferent small
and smaller sovereign countries with no international recognition or even
power. Therefore the economies grew very unbalanced and different in these
countries. Prussia had the luck having the Ruhrgebiet in its western part of
its realm, which developed the country since the mid 19th century in its
western realm, Westphalia - Ruhrgebiet, into an
industrial powerhouse.
A report of a voyage over the Atlantic in the year
1837 has been delivered by the traveling journalist Friedrich Gerstecker:
Economic hardness, caused by draughts, summers that
turned out be winters and causing a European wide famine, and political and
religious oppression, the outcome ot the revolutions of 1830 and 1848, had been
for many Germans a reason to start a new life overseas. The destinations had
been North America and Brazil.
"Now I will do my pains to describe you the
between deck as exactly as anyhow possibly. Imagine a room of 11 paces in
length and 9 paces in breadth, 8 feet high and on each side fitted with
sleeping places for 10 men in every bunk to lay in, 5 above and 5 below.
Imagine now this space (...), in which are also piled up the boxes and trunks
of the emigrants, even along the bunks. Imagine only, that in this space at
bad weather 110 to 115 emigrants are being locked in, imagine their
transpiration, their laughter, running, vomit, wailing, children screaming
(...) and you will get rather an idea of this room."
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Deutscher Bund, German Federation 1815 - 1866 - Source: Wikipedia
1815 saw the restauration of a splitt up German
teritory into sovereign small countries, with taxes for import and transit transporting
goods at each border, most different laws, measurings and currencies instead of
a united nation, which was the wish of those nationalist in the wars against
Napoléon, that had been wearing black uniforms with red collars, cuffs and
golden coloured buttons - the origin of our flag (black - red - gold; yellow is
in heraldic terms for gold!).
Further during the Napoléonic wars Britain had set up
a blockade around Europe to prevent any trade with Napoléon, France, and his
"allies". This was "international" legalized by the British
Navigatin Act, till 1849 in place, that made, intended, free trade possible only
for Britain. Britain monopolized trade and shipping, and surpressed any other
developments and with that any competition.
Polititian Robert Blum speaking to the Nationalversammlung in the Frankfurter Paulskirche, drawing by Ludwig von Elliott, 1848 - copy from my history book, own collection
After the failed revolution of 1848/49, emigration had
been the sole way for participants to escape from persecution and imprisonment.
America promised a life in freedom, prosperity and safety. A very prominent
refugee, 1852, one of the Fourty-eighters, has been Carl Schurz, who was
engaged in the US Civil War leading contingents of German soldiers against the
South, first German born Senator, ambassdor to Spain, and later became
Secretary of the Interior. Others had been e.g. Friedrich
Hecker or Franz Siegel which are today a
part in US history ... as a certain Friedrich Wilhelm Ludolf Gerhard Augustin Baron von Steuben (!funny? ... no English Wiki!), not to
forget the French aristocrat Marie-Joseph-Paul-Yves-Roch-Gilbert du Motier, Marquis de La Fayette. This aristocrat was the one NORMANDIE was
named after, when the Navy had its clutch on. And for the Prussian aristocrat
New York is organizing each year a
celebration parade ...
In 1868, he was elected to the United States Senate from Missouri,
becoming the first German American in that body. He earned a reputation for
his speeches, which advocated fiscal responsibility, anti-imperialism, and
integrity in government. During this period, he broke with the Grant
administration, starting the Liberal Republican
movement in Missouri, which in 1870 elected B. Gratz Brown governor.
After Fessenden's death, Schurz was a member of the Committee on Foreign Affairs where Schurz opposed Grant's Southern policy as well as his bid to annex Santo Domingo. Schurz was identified with the committee's investigation of arms sales to and cartridge manufacture for the French army by the United States government during the Franco-Prussian War. In 1869, he became the first U.S. Senator to offer a Civil Service Reform bill to Congress. During Reconstruction, Schurz was opposed to federal military enforcement and protection of African American civil rights, and held nineteenth century ideas of European superiority and fears of miscegenation. In 1870, Schurz helped form the Liberal Republican Party, which opposed President Ulysses S. Grant's annexation of Santo Domingo, and his use of the military to destroy the Ku Klux Klan in the South under the Enforcement Acts. Schurz lost the 1874 Senatorial election to Democratic Party challenger and former Confederate Francis Cockrell. After leaving office, he worked as an editor for various newspapers. In 1875, he assisted in the successful campaign of Rutherford B. Hayes to regain the office of Governor of Ohio. In 1877, Schurz was appointed Secretary of the Interior by Hayes, who had been by then been elected President of the United States. Although Schurz honestly attempted to reduce the effects of racism toward Native Americans and was partially successful at cleaning up corruption, his solutions towards American Indians "in light of late twentieth-century developments", were repressive. Indians were forced to move into low quality reservation lands that were unsuitable for tribal economic and cultural advancement. Promises made to Indian chiefs at White House meetings with President Rutherford B. Hayes and Schurz were not always kept. In 1876, he supported Hayes for President, and Hayes named him Secretary of the Interior, following much of his advice in other cabinet appointments and in his inaugural address. In this department, Schurz put in force his theories in regard to merit in the Civil Service, permitting no removals except for cause, and requiring competitive examinations for candidates for clerkships. His efforts to remove political patronage met with only limited success, however. As an early conservationist, he prosecuted land thieves and attracted public attention to the necessity of forest preservation.
Source: Wikipedia
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After the devastating failure of the revolutionaries of the 1848 March
Revolution and its parliament in Frankfurt, many of the persecuted, as well as
the economically and religiously desperate, left the dazed German lands. Most went for
the USA, then the praized land of vast opportubities. By 1854, the emigration
from Germany had reached with 252,000 persons a climax and got increased by
other tens of thousands from Eastern Europe. Their reason to leave their
homelands hand been very similar to those from Germany - religious, social and
economic oppression. Most emigrants depended on British and American ships, but
also German ship-owners realized the opportunity to enter this business.
In 1850, Robert Miles Sloman, whose father with British roots had initiated a service with sailing ships between Hamburg and American ports, opened, a steamship route with the small but well-appointed iron-built screw-steamer HELENA SLOMAN of 800 tons. She took 22 days for a westward crossing and 18 days eastwards, berthing 74 cabin passengers and 236 emigrants.
On her 3rd Atlantic crossing she got holed in a storm and drifted steerless towards the Newfoundland Coast. In last minute the shipwrecked were salvaged through a passing sailing ship, except 9 passengers who drowned when their lifeboat capsized. This was the rapid end of a promising enterprise. Sloman relied thereafter only on his cargo business.
Earlier in 1847 the French Cie. GÉNERALE des PAQUEBOTS TRANSATLANTIQUES was the very first shipping line transporting emmigrants to the USA on their steamer UNION. The company ended operations a year later in 1848. The shipping line was relying on the emigrant trade only, and could not cover the maintenance costs.
The emigrant trade by steamship is therefore, Sloman and PAQUEBOTS TRANSATLANTIQUES, not a British invention, but only a reaction on the irish potatoe famine. The bancrupcy of the French shipping line showed too, relying only on emigrant transport won´t bring the needed revenues.
ps WASHINGTON, 1847, of OCEAN STEAM NAVIGATION COMPANY - copy from National Maritime Museum, own collection
In first place these refugees had to take the sailing
packets across the North Atlantic.In 1850, Robert Miles Sloman, whose father with British roots had initiated a service with sailing ships between Hamburg and American ports, opened, a steamship route with the small but well-appointed iron-built screw-steamer HELENA SLOMAN of 800 tons. She took 22 days for a westward crossing and 18 days eastwards, berthing 74 cabin passengers and 236 emigrants.
On her 3rd Atlantic crossing she got holed in a storm and drifted steerless towards the Newfoundland Coast. In last minute the shipwrecked were salvaged through a passing sailing ship, except 9 passengers who drowned when their lifeboat capsized. This was the rapid end of a promising enterprise. Sloman relied thereafter only on his cargo business.
Earlier in 1847 the French Cie. GÉNERALE des PAQUEBOTS TRANSATLANTIQUES was the very first shipping line transporting emmigrants to the USA on their steamer UNION. The company ended operations a year later in 1848. The shipping line was relying on the emigrant trade only, and could not cover the maintenance costs.
The emigrant trade by steamship is therefore, Sloman and PAQUEBOTS TRANSATLANTIQUES, not a British invention, but only a reaction on the irish potatoe famine. The bancrupcy of the French shipping line showed too, relying only on emigrant transport won´t bring the needed revenues.
HELENE SOLMAN on her first departure for
New York, 1850 - Source: Deutsches Museum Munich
BORUSSIA of 1856, HAPAG /
HAMBURG-AMERIKANISCHE PACKETFAHRT ACTIEN GESELLSCHAFT, painting by Chr. Rave
(old card, coll. WS)
HAMBURG AMERIKA LlINIE's
Rise to the Peak
On 27 May 1847, a new company was established in Hamburg
under the management of Senator Adolph Godeffroy to initiate a mail and
passenger service to North America with, very conservative, four sailing ships:
the HAMBURG-AMERIKANISCHE PACKETFAHRT ACTIEN GESELLSCHAFT, later mostly
abbreviated to HAPAG or HAMBURG AMERIKA
LINIE - HAMBURG AMERICA LINE.
When since 1848 the stream of emigrants called for more tonnage, HAMBURG AMERIKA LlINIE decided for steamers. While the sailing vessel took six or more weeks depending on the winds and currents for a westward passage, the steamship could do it in a third of time and within a regular schedule. This time they decided for state of the art technology - screw driven steamers.
When since 1848 the stream of emigrants called for more tonnage, HAMBURG AMERIKA LlINIE decided for steamers. While the sailing vessel took six or more weeks depending on the winds and currents for a westward passage, the steamship could do it in a third of time and within a regular schedule. This time they decided for state of the art technology - screw driven steamers.
HAMMONIA, 1855, sister vessel of BORUSSIA - own collection
In 1855 the HAPAG took delivery from the British CAIRD Shipyard of two steamships, the HAMMONIA, the latin expression for Hamburg, of 2,026
tons and the BORUSSIA, the latin
expression for Prussia, of 2,131 tons, to operate at a speed of 10 knots,
berthing 200 cabin passengers, in First and Second Class, and 310 emigrants in the between deck. In their
appearance they looked like sailing ships dismissing a lot of black smoke.
Before they could take up their service in 1856, they had been chartered for
troop transports in the Crimean War. In 1857, two somewhat bigger ships, AUSTRIA and SAXONIA
of 2,684 tons each, joined the small fleet forming the starting point for a
unique story of success.
AUSTRIA inferno made the front page of the 9 October 1858 issue of Harper’s Weekly
Austria inferno - own collection
But only a year later, a catastrophe overshadowed the
bright scene, when on the AUSTRIA fire broke out and 449 persons lost their
lives. As a result of the increasing traffic, HAMBURG-AMERIKA LINIE took
delivery of two other ships, the BAVARIA (2,405 tons) and the GERMANIA (2,123
tons), and after the sale of the aging HAMMONIA, the ALEMANNIA (2,665 tons)
went on her maiden voyage to New York in 1865 while the BAVARIA (list of emigrants), renamed PETROPOLIS,
changed onto the Central American and Brazil trade, owned by the forerunning
company of HAMBURG SÜD / HAMBURG SÜDAMERIKANISCHE DAMPFSCHIFFAHRTSGESELLSCHAFT. At the same
time, Baltimore and New Orleans got new terminals, the latter suspended in 1874
for disappointing results.
HAMBURG-AMERIKANISCHE PACKETFAHRT ACTIEN GESELLSCHAFT
had increased its passenger fleet by 13 other ships of 2,110 to 3,600 tons
which provided good service but could not match the contemporary British and
French liners of more than 5,000 tons. Its competitors have been from Bremen,
the LLOYD and only this Hanseatic rivalry was in the sight of the board of
directors.
And once again HAMBURG AMERIKA LINIE was afflicted by
a sad loss: On her way home from New York in August 1869, the GERMANIA ran
aground at Cape Race. But gladly
passengers and crew could be salvaged.
All over Germany, in each of its seperate sovereign
countries grew the wish for a united Germany and becomming a nation. All these
countries had a common language, a common heritage but no nation. Otto von Bismarck, the
primeminister of Prussia, having a gut feeling for trends and tendencies, took
this commonly fealt wish for his new political goal - Germany united under a
dominating and leading Prussia. First Prussia did occupy Hannover, with no
reaction from UK, then he "divorced" from Austro-Hungary in a short
and victorious war, throwing Austro-Hungary out of the Deutscher Bund. Then he
caused with the Emser Depesche a diplomatic coup, the reason was the vacant throne of Spain. He changed words
in the document that lead to the declaration of war of the French Empire
against Prussia. In a blink of an eye the German countries sided Prussia
against France, still in the feeling that France was the same as when Napoléon
I. was occupying and opressing Germany and Europe. Under Napoléon I. France
became the German archenemy ... till WWII ...
With German politicians biggest fault, they declared
the Empire of the German in the Hall of Mirrors in Versailles, after their
victory over France.
Deutscher Bund, North German Federation - Source: Wikipedia
Proclamation of the Empire of the German, Kaiserreich der Deutschen - Source: Wikipedia
The Empire of the German, Kaiserreich der Deutschen - Source: Wikipedia
Often wrong cited, it has been the German Empire, by law or as of the proclamation in Versailles. Wilhlem, King of Prussia, became Emporer of the German, not of Germany ... This had to be for the southern Kingdoms that joined the federation of Germany after 1870/71. The Emporer was only a nearly absolute ruler in Prussia, but never in Germany. The Empire was a constitual monarchy.
The war contribution for France was the equivalent of
25% of its GDP in 1869. This money fueled the German industrial revolution, new
bank houses, new infrastructure and universities. But the amount of money was
to high in the Gründerjahre (Founders´ Period/Years).
Too muuch money in the system is going to be speculated with ... and in 1873 we
had the Gründerkrach when the Stock Exchange in Vienna collapsed and like domino stones the other
stock exchanges in Europe and the USA.
Panic of 1873 in New York - Source: Wikipedia
In those days London was still the leading stock
exchange market, but in the years after the Franco-Prussian War it was Vienna
and Berlin ... Nowadays since WWII it the Wall Street.
The crash did lead to a depression all over the world,
where some economies suffered more than others ... Germany, France and USA
reemerged very soon, but Austro-Hungary and especially UK, till 1895!, suffered
longer. In Britain it became the Great
Depression.
The early mid 1870s were marked by a decline of
passengers which made 13 steamers emptier than expected or used to be, and / or
unemployed. The reason was a price dumping started by ADLER LINIE as a reaction
to the Wiener Börsenkrach. This stock
exchange crash was even swapping into the USA. The takeover of the competing ADLER
LINIE brought however fresh blood into the HAPAG fleet. The overhanging tonnage
was sold to French companies, the US Navy and to the Russian Volontary Fleet.
From 1871 onwards all ships were thoroughly modernized and re-engined. But not
any new contracted vessel.
FRISIA, a typical Transatlantic steamer of 1870 to 1880 - own collection
Soon, further bad blows hit the company. In 1878 the POMMERANIA
(3,382 tons) sank after collision with a British bark in the English Channel
claiming 55 victims and then CIMBRIA (3,025 tons) got lost when the British steamer SULTAN collided with CIMBRIA shortly before
reaching her homeport Bremerhaven, originally Geestemünde, off Borkum island after
returning from New York in 1883, taking 437 down with her.
Incidentally in 1880 the the continental European and
world economic situation turned into an upward trend and necessitated finally
the addition of new tonnage. A first order was placed for the HAMMONIA, the third to bear that name, but she was only an evolution of the "standard liners" that had been in the HAPAG fleet.
HAMMONIA 3 from the 1880s, she was a half hearted answer to the FLÜSSE Class of the Hanseatic rival LLOYD, she was "only" a bigger version of the FRISIA type vessels, with an aditional superstructure and a fake second funnel, imaging a modern vessel - own collection
Orders for two nearly revolutionairy liners were placed, and for the first
time with German shipbuilders: The contract for RUGIA (3,409 tons) went to the
VULCAN of Stettin and that for the other, RAETIA (3,553 tons), to the Reihersteg Werft of
Hamburg, taking up service in 1882 resp. 1894, the RUGIA departing from Stettin. Even in
good conditions and economical surrounding this decision is to be named
"adventurous" as the board of directors was of the most conservative
side, reflected by the existing fleet.
The initial steamer of LLOYD´s FLÜSSE Class, ELBE - own collection
The positive trend continued over the 1880s. While in
1879 25,000 emigrants had left Hamburg, their number rose by 1881 onto 123,000.
A big part in this emigration was dealt by the family owned business, Auswandereragentur Morris & Co, of AlbertBallin. The lack of
direct connections to American ports forced the most emigrants and travelers to
change ships in English ports. To remedy this inconvenience, a trampship-owner,
Edward Carr, persuaded by Albert Ballin, took the chance and fitted six of his
cargo steamers for passenger conveyance. The HAPAG board was startled to the
bones and answered, ill consulted, with a price battle for the lowest fares.
In 1886 CARR LINIE associated with the UNION LINIE which
entered finally in a pool contract with the HAMBURG AMERIKA LINIE the same year. Combined with the contract
was the appointment of the travel agent, or emigrant expedient, Albert Ballin
as Administrative Manager of the HAMBURG
AMERIKA LINIE for Passagen (sales). The fatal and unfruitfull price
battle was at an imediate end.
Thus, the 1st of May 1886 became one of the most
memorable dates in HAPAG's history. This young managing talent, Albert Ballin,
developed the third-class, and only half hearted answering on developments, enterprise
into the mightiest shipping company in the world.
Between 1889 and 1891 two new ships joined the HAMBURG
AMERIKA LINE fleet, initiated by Albert Ballin, which took advantage of a
number of technical innovations, as the triple and quadruple expansion compound
engine, steel construction instead of iron, and above all, the double screw
propulsion as an element of more safety. The new vessels had been Albert
Ballins attempt attracting more of the international travellers, especially the
North American rich.
While the LLOYD made the first step towards "Palaces at Sea" with its FLÜSSE Class, INMAN LINES with CITY OF NEW YORK and CITY OF PARIS and HAPAG with its AUGUSTA VICTORIA Class created the first real "Palaces at Sea".
The LLOYD stuck on its FLÜSSE Class, single screw vessels, but the later ones in steel. In the end it was a fleet of nearly similar, but all in different size, eleven express liners. The largest number of one specific ship model till the advent of modern day cruise vessels and their modular construction.
For the first time also German shipyards had been included in the programme. As the first, HAPAG received in April 1889 from VULCAN of Stettin the 7,661-ton liner AUGUSTA VICTORIA (later put correct to AUGUSTE VICTORIA), followed shortly after by the COLUMBIA (7,576 tons) from LAIRD BROTHERS, in May 1890 by the NORMANIA (8,716 tons (8,716 tons) from FAIRFIELD and in 1891 by the FÜRST BISMARCK (8,874 tons) again from Vulcan.
While the LLOYD made the first step towards "Palaces at Sea" with its FLÜSSE Class, INMAN LINES with CITY OF NEW YORK and CITY OF PARIS and HAPAG with its AUGUSTA VICTORIA Class created the first real "Palaces at Sea".
The LLOYD stuck on its FLÜSSE Class, single screw vessels, but the later ones in steel. In the end it was a fleet of nearly similar, but all in different size, eleven express liners. The largest number of one specific ship model till the advent of modern day cruise vessels and their modular construction.
For the first time also German shipyards had been included in the programme. As the first, HAPAG received in April 1889 from VULCAN of Stettin the 7,661-ton liner AUGUSTA VICTORIA (later put correct to AUGUSTE VICTORIA), followed shortly after by the COLUMBIA (7,576 tons) from LAIRD BROTHERS, in May 1890 by the NORMANIA (8,716 tons (8,716 tons) from FAIRFIELD and in 1891 by the FÜRST BISMARCK (8,874 tons) again from Vulcan.
FÜRST BISMARCK the last of the AUGUSTA VICTORIA Class vessels, and HAPAG´s first Greyhounds - Source: The Marine En gineer, google Didgitzation
NORMANIA steaming into sunset, artist unkown - copy from a book in my library, own collection
During the winter season several HAMBURG AMERIKA LINIE liners served
for some time the Genoa - New York route. AUGUSTA VICTORIA went in 1891 on an
Orient cruise, Orient Gesellschaftsreise and was chartered in 1895 by the
Government for the opening ceremony of the Kaiser-Wilhelm-Kanal connecting the
North with the Baltic Sea. Instead of the given word by Kaiser Wilhelm II., the
palace burocracy put the international press on board, which in the end was the
best they ever did for HAPAG and Albert Ballin, instead of insulting him for
his Jewish belief. This discrediting went on till the Nazi dictatorship. These
press people praised afterwards the excellent and over the top service and food
quality they had been experiencing.
HAPAG's further rise was abruptly stopped by the outbreak of a severe cholera epidemic in 1892 which brought all shipping activities in Hamburg to a sudden standstill for about a year. The disease had been probably brought in by emigrants from Eastern Europe. Of the 144,383 emigrants having departed from Hamburg in 1891, 76,791 came from impoverished and therefore poorly civilized regions.
Menue Card cover AUGUSTA VICTORIA - Source: NY Public Library
In 1904 AUGUSTA VICTORIA was sold to the Russian navy,
followed by FÜRST BISMARCK in 1909, while the NORMANNIA went to Spain in 1898
as an auxilliary cruiser in the Spanish.-American War, after which USA was
definitely a colonial power.HAPAG's further rise was abruptly stopped by the outbreak of a severe cholera epidemic in 1892 which brought all shipping activities in Hamburg to a sudden standstill for about a year. The disease had been probably brought in by emigrants from Eastern Europe. Of the 144,383 emigrants having departed from Hamburg in 1891, 76,791 came from impoverished and therefore poorly civilized regions.
Above and below, Ballin Stadt, emigration center in Hamburg initiated by Albert Ballin after the Cholera epedemic in the 1890s - Source: BallinStadt-Auswanderermuseum
The epidemic further was fought by errading the oldest
part of Hamburg, back then it has turned into a slum, suspecting this area as
another possible center of the epedemic, and errecting a then modern business
district, which was the first tax free storing possibility in Germany and
Europe - the Speicherstadt, now a
UNESCO WORLD HERITAGE. Within you
will find today the Eisenbahn Miniaturwunderland, the world
biggest 1:87 model train installment and the Internationale Maritime Museum Hamburg, a donation to Hamburg by Peter Tamm.
With the revival of business, HAMBURG-AMERIKANISCHE PACKETFAHRT ACTIEN GESELLSCHAFT felt the necessity to replace older steamers of the 1870s by ships of a new pattern, the P-Class, so designated because of their names with "P" as initial letter. Out of the 9 ships, six of 5,800 to 6,700-tonners were placed onto the North Atlantic route in 1894/95. The other three of about 13,000 tons, the "Big Ps", followed between 1896 and 1899. These simple styled steamers for an operational speed of 12 to 13 knots, marked by two funnels and three masts accommodated 200 to 340 cabin passengers and 2,300 emigrants in changeable (freight/steerage) between decks. The revived travelling, emigration and epecially the cargo business helped HAPAG becoming the greatest shipping enterprise in the world, owning a total of 440,000 registered tons.
With the revival of business, HAMBURG-AMERIKANISCHE PACKETFAHRT ACTIEN GESELLSCHAFT felt the necessity to replace older steamers of the 1870s by ships of a new pattern, the P-Class, so designated because of their names with "P" as initial letter. Out of the 9 ships, six of 5,800 to 6,700-tonners were placed onto the North Atlantic route in 1894/95. The other three of about 13,000 tons, the "Big Ps", followed between 1896 and 1899. These simple styled steamers for an operational speed of 12 to 13 knots, marked by two funnels and three masts accommodated 200 to 340 cabin passengers and 2,300 emigrants in changeable (freight/steerage) between decks. The revived travelling, emigration and epecially the cargo business helped HAPAG becoming the greatest shipping enterprise in the world, owning a total of 440,000 registered tons.
PENNSYLVANIA, 1897, first of the P Class freight and passenger liners - Source: Wikipedia
1897
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13023 BRT
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Harland & Wolff
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1914 in New York aufgelegt/1917 durch US Shipping
Board beschlagnahmt, 1924 Abbruch
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1898
|
Pretoria
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13023 BRT
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Blohm & Voss
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28. Februar 1898 Jungfernfahrt nach
New York, 24. März 1919 an USA ausgeliefert und als Truppentransporter im
Einsatz, ab 1920 in britischem Dienst, 1921 zum Abbruch verkauft
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1899
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Graf Waldersee
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13023 BRT
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Blohm & Voss
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ursprünglich als Pavia
geplant, 2. April 1899 Jungfernreise nach New York, 23. März 1919 an USA
ausgeliefert und als Truppentransporter im Einsatz, ab 1920 in britischem
Dienst, 1921 zum Abbruch verkauft
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1899
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Patricia (I)
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13023 BRT
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AG Vulcan, Stettin
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7. Juni 1899 Jungfernreise nach New
York, 22. März 1919 an USA ausgeliefert und als Truppentransporter im
Einsatz, ab 1920 in britischem Dienst, 1921 abgebrochen
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The construction programme of 1893 comprised 16
steamers of 5,300 to 6,500 tons, designated as "A" -Class and 5 of
the bigger "B"-Class of about 10,000 tons, managing 12 knots. Except
of well-furnished First and Second Class cabins, they provided mainly
accommodation for emigrants and got assigned onto the routes to Boston,
Baltimore, Philadelphia and Montreal. One can hardly claim any aspect of grace
for these four-mast single-funnel ships. Nonetheless they formed the
bread-and-butter base for HAMBURG
AMERIKA LINIE 's North Atlantic business.
PRETORIA, 1898, second of the P Class freight and passenger liners - Source: Wikipedia
1898
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Brasilia (I)
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10326 BRT
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Harland & Wolff
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Februar 1899 zurück an Bauwerft,
April 1899 an Dominion Line als Norseman (II), 22. Januar
1916 vor griechischer Küste durch U 39
torpediert und auf Strand gesetzt, 1920 verschrottet
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1898
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10326 BRT
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Blohm & Voss
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1914 in Baltimore
aufgelegt/1917 durch US Shipping Board beschlagnahmt, 1924 Abbruch
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1899
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Belgravia (I)
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10326 BRT
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Blohm & Voss
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ähnliche Dienste wie Bulgaria,
31. Mai 1905 nach Russland verkauft als Riga, ab 1906 Heimathafen Odessa, 1920
umbenannt in Transbalt (Lazarettschiff), ab 1924 Frachter mit Wladiwostok
als Heimathafen, auf einer Fahrt von Seattle nach
Wladiwostok mit Passagieren und 9800 ts Ladung am 13. Juni 1945 durch das
amerikanische U-Boot USS Spadefish
irrtümlich in der La-Pérouse-Straße versenkt, von 1906 bis zur
Versenkung das größte russische/ sowjetische Handelsschiff
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1899
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Batavia
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10326 BRT
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Blohm & Voss
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27. Juli 1900 als Truppentransporter
mit 2307 Mann und Material nach China (bei ihrer Verabschiedung hielt Kaiser Wilhelm II. die sog. Hunnenrede),
dann ähnliche Dienste wie Bulgaria, 1913 als Polonia im
Triest-Kanada Dienst, 1914 in Hamburg aufgelegt, 1917 als größter Transporter
bei der Landung auf Oesel im Einsatz, nach Kriegsende Gefangenentransportschiff,
Februar 1919 an Frankreich, 1924 abgebrochen
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(1899)
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Belgia (I)
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11585 BRT
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Harland & Wolff
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vor Fertigstellung verkauft, als
Frachter Michigan für Atlantic Transport Line in Dienst, 1900
an Dominion Line als Irishman (II), 1921 an Leyland
Line, 1925 in den Niederlanden verschrottet
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1899
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Bosnia
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9683 BRT
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Palmer SB
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1899 als Frachter angekauft, 1907 bei Blohm &
Voss zum Auswandererschiff umgebaut, 1914 Werkstattschiff der Kaiserlichen
Marine, 1920 ausgeliefert, 1924 als Frangestan
im Roten Meer ausgebrannt und gesunken
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HAMBURG AMERIKA LINIE, which owed
its success primarily to Ballin's pragmatic policy, seized in 1903 the
opportunity to acquire from HARLAND & WOLFF two uncompleted ships of about 18,000 tons predestinated for the emigration
business. Commissioned by the British WILSON & FURNESS LEYLAND LINE, their
provided names SERVIAN and SCOTIAN had been changed into PRESIDENT LINCOLN and PRESIDENT GRANT.
REPUBLIC, ex PRESIDENTGRANT with enlarged superstructure during WWI as US trooper - Source: Wikipedia
PRESIDENT LINCOLN in HAPAG colours, till 1914/18 all "normal" vessels of HAPAG had a black funnel, only the express steamers had a buff-yellow funnelw - Source: Wikipedia
BULGARIA, 1898, second of the B Class freight and passenger liners, depicted as the USS PHILIPPINE during WWI - Source: Wikipedia
As with many ships of British design their profile was
marked by the separation of the bridge from the upperworks with the single
funnel upon, but what had been unique was the installation of six masts which
brought them in the nickname "The Boehmerwald" (Bohemian Forest).
Although lacking of any grace, they made good profits for the company. After
taking delivery of the medium-sized two-funnel liners MOLTKE and
BLÜCHER of 12,335 tons for 15.5 knots, HAPAG / HAMBURG-AMERIKANISCHE PACKETFAHRT ACTIEN
GESELLSCHAFT was keen attracting over and above a highly pretentious clientele.
When in 1907 CUNARD's Blue Riband winners LUSITANIA and MAURETANIA finished the "decade of the Germans", with the massive help of British subsidies, and WHITE STAR, backed by IMMC, was going to commission a trio of super liners, 50 percent bigger than those speedsters and double the size of HAPAG's last acquisitions, Ballin got worried about the company's leading position.
BLÜCHER, sister vessel of MOLTKE, each enhanced BARBAROSSA Class vessels, which originally had been developed for LLOYD - Source: Wikipedia
HAPAG piers in Hoboken, 1900. (The ship on the right is AUGUSTE VICTORIA, rebuilt and renamed correct, to the left is PRINZESSIN VICTORIA LUISE - the vessel which introduced the modern cruise and the first purpose built cruise vessel ever) - own collection
To keep pace with WHITE STAR LINE's CELTIC and CEDRIC, a
double-screw liner of 22,225 tons was commissioned with HARLAND & WOLFF and
named AMERIKA. When she
went on her maiden voyage to New York on 11 October 1905, the international
press was full of praise for her extraordinary comfort. AMERIKA was the first
liner offering an extra dining venue, with extra charge, for the First Class
passengers - The Ritz-Carlton Restaurant. 
AMERIKA, 1905, with the increasing pace for bigger ships, she was for short, the biggest vessel in the world, but for sure lasting: the first liner with an extra dining venue on board, the RITZ-CARLTON Restaurant for its First Class clientele - own collection
It was an
immediate success, and became a standard on board HAPAG´s liners. Quite a
similar liner, the KAISERIN AUGUSTE VICTORIA of 24,581
tons, constructed at VULCAN of Stettin, took up service in May 1906. Each of the
two ships was for some time the largest one in the world. Although operating at
a speed of only 17.5 knots and taking 2 days more for an Atlantic crossing
against the express liners, they proved being a great success and confirmed
Ballin's strategy. In spite of their more on tonnage, they consumed only half
the quantity of coal. As a welcome innovation was adopted the introduction of a
Third cabin class, provided especially for emigrant families being prepared to
pay a slight supplement.
KAISERIN AUGUSTE VICTORIA passing CLEVELAND by Fred Pansing - copy from Arnold Kludas Die Geschichte der Deutschen Passagierschiffahrt
Although Ballin was not fond of the racing for the
Blue Riband, he consented into the intention of the HAPAG Board to take part in
order not to lose on image. In July 1900, the elegant DEUTSCHLAND of 16,502 tons from VULCAN of Stettin, in her appearance quite similar to NDL's
KAISER WILHELM DER GROSSE, came fully
up to HAPAG´s expectations. DEUTSCHLAND was the second of five of the German Greyhounds of the Kaiser Class.
DEUTSCHLAND, 1900, at her pier in New York - courtsey coloring by Daryl LeBlanc
Already on her maiden voyage on 4 July 1900 she won
the Blue Riband, peaking 22,42 knots. HAMBURG-AMERIKANISCHE PACKETFAHRT ACTIEN
GESELLSCHAFT's triumph was however soon spoilt. Unlike her rival of Bremen, the
DEUTSCHLAND suffered terribly from vibrations to such an extent, that she
caught the nickname "The Cocktail-Shaker". But it came still worse:
In April 1902, on her return from New York, she lost her rudder with a part of
her stern. Because no means could be found to eliminate the failure. Finally
the ship was sent in 1910 to Vulcan to be converted into a de-luxe cruise ship
for First Class passengers only - VICTORIA LUISE.
Massively reconstructed re-emergec DEUTSCHLAND as the top notch luxury cruise vessel VICTORIA LUISE - own collection
Ballin, who has never favoured the maritime express
liners, restored his former policy when new tonnage was needed. In 1909 HAPAG took
delivery of a medium-sized twin pair, the CINCINNATI and the CLEVELAND of about 17,000 tons. Following the generally raised standard of living, also
the emigrant accommodations presented improvements (in 1919 CLEVELAND had to be
handed over to the U.S. Shipping Board and sailed thereafter as MOBILE for the U.S. Army and Navy. After some further
changes of ownership and names, she finished her days under her prior name as a
single class ship at Hamburg. CINCINNATI, after being confiscated by the U.S.
authorities, was torpedoed by a German submarine and got lost).
CLEVELAND, depicted as USS MOBILE, during WWI - Source: Wikipedia
SuperlinersWhen in 1907 CUNARD's Blue Riband winners LUSITANIA and MAURETANIA finished the "decade of the Germans", with the massive help of British subsidies, and WHITE STAR, backed by IMMC, was going to commission a trio of super liners, 50 percent bigger than those speedsters and double the size of HAPAG's last acquisitions, Ballin got worried about the company's leading position.
IMPERATOR advertising, poster art, ART DÉCO is calling - own collection
A project of a 30,000-ton ship with Harland &
Wolff was not carried on. The Administration Board consented eventually to three ships which should clearly surpass those of WHITE STAR. HAMBURG-AMERIKANISCHE
PACKETFAHRT ACTIEN GESELLSCHAFT's order for its first superliner went to the
Vulcan which had erected a new shipyard at Hamburg, because the installations
on the mouth of the Oder at Stettin could not keep pace with the rapid growing
of ship sizes. 
In 1912, 6 weeks after the TITANIC catastrophe, HAPAG's
first superliner was launched and has been baptized by the German Emperor on
the name IMPERATOR. Originally
Ballin had "AMERIKA" as name in mind, but Kaiser Wilhelm II. insisted
on "IMPERATOR", with this naming the in German "normal"
female ship name went for this ship into the male form "der
IMPERATOR". With 52,117 tons IMPERATOR started as the largest ship of the
time. This performance is in so far remarkable as it has been achieved - unlike
with CUNARD's record breakers - without a government support. The IMPERATOR set
complete new standards in passenger appointments. She presented not simply a
bigger conventional ocean liner, but realized the impression of a floating town
of dimensions and luxury never seen before, surpassing even that of many of the
finest hotels.
The swimmingpool, First Class, of IMPERATOR, recalling a Pompeian bath, the interior architect Chales Mewes took its own work for the ROYAL AUTOMIBILE CLUB in London as sample for. Instead of confining the room to one deck only, he enlarged its hight to two decks
Floorplan of IMPERATOR´s swimmingpool and sauna - own collection
The interior design was done by French architect
Charles Mewes, who was contracted by Albert Ballin exclusive for HAPAG. No
question that also the technical equipment took full advantage of the last
developments. The lifeboat arragements (to be seen above and below in the coloured photographs) had been redesigned after the TITANIC
catastrophe, IMPERATOR´s partly lower positioned lifeboats became SOLAS
requirement for all ships constructed today. Triple expansion steam turbines,
developing 84,000 shaft-h.p., drove four propellers and helped the giant
managing 24 knots, only slightly below CUNARD's record. Three high funnels and
well-balanced proportions marked Germany's new pride at sea. Except of much
praise from the international press, the IMPERATOR received also critical
comments.
IMPERATOR listing to starboard. As IMPERATOR was listing severly even in calm waters, New York tug crews and harbor workers nicknamed him "Listerator". "Listing" is a nauticla term and has nothing to do with limping, ships have no legs. The severe listing was caused by too much weight above the point of gravity. It was solved during IMPERATOR´s garantee drydocking, by shortening the funnels by 3 meters, removing marbel from First Class bathrooms and heavy paneling wood, as changing furniture to less weighing ones.
Apart from the extravagant luxury it aimed especially
at her unusual figurehead, showing a relief globe surrounded by a corona of
rays and a huge eagle figure upon, who´s eyes, like dead, had been looking angry
into the world. In terms of the one or other improper phrase of the Kaiser, the
representation had been interpreted as an expression of German imperialism. Imperialism
was a desease in those days of which all European nations did suffer,
espercially that nation which blamed the German imperialism at most ...
IMPERATOR´s figurehead, some argue it was added to stress Germany´s imperialism, some others tend to the argument of added length, to surpass the coming AQUITANIA - own collection, scanned from a book in my library
Albert Ballin, although being a personal friend of the
Kaiser, can hardly be supposed of that. His and his company's leading principle
("Mein Feld ist die Welt - The World is my/our Field") It was in no
terms ostentatious, it meant nothing more as every economically orientated
enterprise strives for: to expand its operational field and making good
profits. Anyhow, the figurehead seemed being unnecessary and did not really
contribute, in my view, to the grace of the ship. In the end the argument was
solved by nature when the object under dispute was destroyed in a storm. But
IMPERATOR had another costructive problem, the vessel was top heavy and tended
to longer lasting listings to port or starport, which got IMPERATOR the
nickname "Listerator".
The dismantled figurehead of IMPERATOR after destruction by a severe storm - own collection, copy from an article in the political magazine DER SPEIGEL
The IMPERATOR disposed upon a berth capacity of 908
First, 972 Second, 934 Third and 1,772 Tourist Class passengers. To improve the
ship's lacking stability, most of the overweight by marble and heavy wooden
furniture was removed from the upper decks and the funnels were shortened by 3
meters. She started her maiden voyage on 20 June 1913 from Cuxhaven to New
York. The port of Cuxhaven at the esturay of the Elbe was connected since 1889 by special "boat trains" from Hamburg
for HAMBURG AMERIKA LINIE. Three years after her maiden voyage, the IMPERATOR
was laid up at Hamburg for the period of World War I and was thereafter handed
over to the CUNARD LINE via the Shipping Controller. Thoroughly
modernized and renamed BERENGARIA, she operated from 1921 between Liverpool and
New York as flagship of Great Britain's merchant navy. Damaged by fire at New
York harbour she was scrapped in 1938.
IMPERATOR interior, left restyled Main Hall and staircase on BERENGARIA, right top on IMPRATOR, the restyled room lost of its grandeur ... right below, the Main Lounge - own collection
HAPAG's second superliner surpassed its forerunner by
about 2,000 tons. This time the order was placed with Blohm & Voss of
Hamburg. Launched on 3 April 1913 and measuring 54,284 tons the ship was
baptized by the Crown Prince of Bavaria on the name of VATERLAND (originally planned as "EUROPA"). Her maiden voyage took place on 1st
May 1914 as partner of IMPERATOR. In her principle outlines she followed IMPERATOR
in general, but featured some technical and architectural improvements.
IMPERATOR First Class Main Dining Room, Table d´hôte - own collection, copy from Hauser, Die Deutschen Passagierschiffe 1816-1990
To provide an unhindered passage through the saloons,
the smoke diversion to the funnels was laid at the sides. A structural feature
that was originally planned at first for AMERIKA by Mewes, and KAISERIN AUGUSTE
VICTORIA. With the later it was to late for changes, but HARLAND & WOLLFF did not want to change the "usual
design", as they named it "impracticable".
After her maiden voyage and three other Atlantic crossings, World War I broke out and VATERLAND was laid up at New York harbour. When the USA had declared war on Germany in 1917, the ship was confiscated and served as LEVIATHAN for the Navy during the period of the war. Extensively modernized and enlarged to 60,000 tons, she started a new life as the largest ship ever sailing under the Stars and Stripes. In spite of her high comfort, the LEVIATHAN operated not very successfully on her Southampton - New York route, considered as a following of the Prohibition Law of the United States. This prohibition only made the Mafia grow, and get more US citizens boozed than ever ... And everything prohibited or reare is lusted after! During her time with UNITED STATES LINES LEVIATHAN was laid up several times as LEVIATHAN was unattractive for the international and especially the American clientele. Another not often mentioned point was the "American Service" ... In 1938 she was sold for scrapping in Rosyth, Scotland.
VATERLAND, later Leviathan, based on IMPERATOR design ideas, but a new class of ship - own collection
VATERLAND longitudinal - own collection
VATERLAND leaving its builder BLOHM&VOSS - own collection
The raised engine
power of VATERLAND to 90,400 h.p. enabled her to a speed of 25.5 knots. HAPAG's pride
however did not last for long.After her maiden voyage and three other Atlantic crossings, World War I broke out and VATERLAND was laid up at New York harbour. When the USA had declared war on Germany in 1917, the ship was confiscated and served as LEVIATHAN for the Navy during the period of the war. Extensively modernized and enlarged to 60,000 tons, she started a new life as the largest ship ever sailing under the Stars and Stripes. In spite of her high comfort, the LEVIATHAN operated not very successfully on her Southampton - New York route, considered as a following of the Prohibition Law of the United States. This prohibition only made the Mafia grow, and get more US citizens boozed than ever ... And everything prohibited or reare is lusted after! During her time with UNITED STATES LINES LEVIATHAN was laid up several times as LEVIATHAN was unattractive for the international and especially the American clientele. Another not often mentioned point was the "American Service" ... In 1938 she was sold for scrapping in Rosyth, Scotland.
LEVIATHAN, ex VATERLAND, after reconstruction, after new plans made by William Francis Gibbs - own collection
LEVIATHAN, ex VATERLAND interiors - photos, own collection
The contract for HAMBURG AMERIKA LINIE's
third superliner went again to Blohm & Voss. It surpassed VATERLAND once
again by 2,000 tons. Launch and baptism ceremony was made again a national
event in presence of the Kaiser. Countess Hannah von Bismarck baptized the ship
on the name of the founder of the united Germany, BISMARCK.
With outbreak of WWI the equipment works were stopped.
MAJESTIC cut-away, it was produced by White Star
Lines and a promotional advertising and souvenir. During the golden age
of the North Atlantic passenger liners these cut-away views where quite
popular with the public and were produced for just about every liner
owned by the major shipping companies. Intended to impress the public
with the technical marvels that these ships were the drawings also
illustrated the finer and luxurious appointments that each vessel
possessed - own collection
After the end of hostilities, the ship was
completed under British supervision and went as MAJESTIC to the White Star Line
in 1922, having never sailed under German flag. This task was done under
material shortage and a raging inflation in Germany,
which started during WWI and was fueld up by the French Ruhr Occupation and
the resistance against it. Financing the resistance the central bank of Germany
put the money printers to work ... It was the time when wallets turned to
shopping bags, and the shopping bags turned into wallets to get purchases home
...
By negotiating a special treaty with UK, at VULCAN the unfinished HINDENBURG could finally built as COLUMBUS, which set sail in 1924 after establishing a new currency - Rentenmark, which ended the inflation.
For the shipping lines from the Allied countries Armistice and the Versailles Treaty was a more than positive gain in two ways - first: they got most new vessels of 6 to 8 year old in average, with advanced technology, sturdy built and second: they got rid of a fierce competitor, that was able to compete without any state subsidiaries ...
Until the advent of the QUEEN MARY, MAJESTIC took the place as flagship of the British merchant fleet. CUNARD and WHITE STAR both bought BISMARCK and IMPERATOR together, so each company shared 50% for 10 years of the two liners.
With the advent of QUEEN MARY and because of the Depression that followed the Wall Street crash of 1929 - it had been the similar reasons as in 1873, MAJESTIC was put up for sale ... finally to the breakers, as OLYMPIC and uncountable other liners that became obsolete because of the traffic decline world wide. The British Royal Navy bought the vessel from the breaker and converted MAJESTIC, renamed CALEDONIA, into a stationary training ship in 1936, she burnt out and halfway sank in 1939 and was broken up a year later.
By negotiating a special treaty with UK, at VULCAN the unfinished HINDENBURG could finally built as COLUMBUS, which set sail in 1924 after establishing a new currency - Rentenmark, which ended the inflation.
For the shipping lines from the Allied countries Armistice and the Versailles Treaty was a more than positive gain in two ways - first: they got most new vessels of 6 to 8 year old in average, with advanced technology, sturdy built and second: they got rid of a fierce competitor, that was able to compete without any state subsidiaries ...
Until the advent of the QUEEN MARY, MAJESTIC took the place as flagship of the British merchant fleet. CUNARD and WHITE STAR both bought BISMARCK and IMPERATOR together, so each company shared 50% for 10 years of the two liners.
With the advent of QUEEN MARY and because of the Depression that followed the Wall Street crash of 1929 - it had been the similar reasons as in 1873, MAJESTIC was put up for sale ... finally to the breakers, as OLYMPIC and uncountable other liners that became obsolete because of the traffic decline world wide. The British Royal Navy bought the vessel from the breaker and converted MAJESTIC, renamed CALEDONIA, into a stationary training ship in 1936, she burnt out and halfway sank in 1939 and was broken up a year later.
HAPAG lines around the world - own collection
From WWI to WWIIBefore WW I had broken out, Germany owned a merchant fleet of 2,090 vessels totaling 5.1 million tons, ranking second in the world behind Great Britain with a total of 20.5 million tons, but ahead of the USA with 2 million tons. War losses had Germany's merchant fleet diminished to a mere of circa 600,000 tons.
In accordance to the Treaty of Versailles of 1919, all ships of more than 1,600 tons including those under construction had to be handed over to the Allied Shipping Controller Board. Port facilities and docks abroad had been expropriated. The defeated Germany had a revolution, sweaping away the different dynasties of the federal organized Empire of the German, became a republic. The Kaiser left the country and Albert Ballin, who could not bear the ruin of his life-work, died tragically. He took on the day of armistice an overdose of sleeping pills. Albert Ballin was by the way personally engaged to avoid the comming clash - the first devastating catastrophy of Europe.
HANSA, ex VICTORIA LUISE the most luxurious cruise vessel, ex DEUTSCHLAND the Cocktail Shaker and Blue Riband winner, depicting in tis appearance the situation of HAPAG and Germany, a shadow of former glory days - own collection
To the HAMBURG AMERIKA LINIE, once the greatest
shipping enterprise in the world, only a volume of 82,000 tons had been left.
The only ocean-going passenger ship to remain was the late de-luxe cruise ship
VICTORIA LUISE, the former Blue Riband-winner DEUTSCHLAND. Her bad condition
rescued her from delivery. Rebuilt to a Third-Class only ship renamed HANSA and
with two of her 4 funnels removed, she resumed HAMBURG AMERIKA LINIE's New York
service in 1921, but was laid up in 1924 for scrapping. The former glorious
liner and luxury cruise vessel had been in too bad condition, when the USA
closed itself against imigration, therefore a rebuilding was out of question.
ALBERT BALLIN postcard published 1922 - own collection
The first German ship that docked after the war at New
York was HAPAG's BAYERN, more likely a passenger/cargo steamer of 9,014 tons,
put in operation in 1921. Managing only 12 knots, she was no match for the
competitors of other nations.
UNITED AMERICAN LINES of HARRIMAN GROUP and HAPAG advertising - own colletion
Nevertheless the Americans gave her a hearty welcome.
To the same general design, three other steamers were put in service in
1923/24: WÜRTEMBERG (8,900 tons), THURINGIA (11,343 tons) and WESTPHALIA
(11,343 tons). They operated only for a short time on the North Atlantic and
were transferred to the La Plata route. HAPAG's effort to regain a noteworthy
position in the North Atlantic business did however never slow down. To
overcome the lack of tonnage, the company reacquired two of its 20,000 ton
liners of 1914. These most elegant three-funnel liners, named WILLIAM O' SWALD and
JOHANN HEINRICH BURCHARD, originally
intended for the La Plata route, could never take up this service by outbreak
of war. The one, still completed at the Tecklenborg Yard, and the seconed
unfinished liner, was sold in 1916 to the KONINGLIJKE HOLLANDSCHE LLOYD of Amsterdam.
Painting of RESOLUTE, finally in HAPAG colours as intended when ordered - artist unknown
According to the reparation regulations, the deal was
not acknowledged by the victorious powers. Through a trick the Germans
succeeded to get the ship through the British control to Amsterdam. Her sister
followed after completion in February 1920. They were introduced by the Dutch
on the Buenos Aires route, but proved too large for that market in those days.
The world economy was still not recovered after WWI. Both liners were sold,
reportedly in order to avoid diplomatic complications with the British
government to the UNITED AMERICAN LINES, which was
part of the HARRIMAN GROUP. Introduced them as RELIANCE and RESOLUTE both
liners took over the service between Hamburg and New York. HAPAG entered into a
contract with the UAL for an operational association. In 1926 the ships
returned without changing names into the full ownership of HAMBURG-AMERIKANISCHE
PACKETFAHRT ACTIEN GESELLSCHAFT. From 1927 they carried the company's new
funnel colours of yellow with top rims in the ancient national colours of
black, white and red.
ALBERT BALLIN, promotional postcard - own collection
DEUTSCHLAND, clearly to be seen the FRAM Anti Rolling Tanks which cause the bulge in the hull above the waterline - own collection
Thanks to their sound comfort and their good keeping
at sea, both ships won the favour of the traveling public. A machinery
utilizing a combination of 2 triple expansion engines combined with an
exhaust-turbine between, working on three screws, helped the ships to manage 18
knots. In 1928 they were exclusively refitted for de-luxe cruises. Becoming
known as HAMBURG AMERIKA LINES's White Ladies and earned special fame for the
123-days round the-world-tours starting from New York and finishing at San
Francisco after visiting 29 countries. In 1935 the RESOLUTE was sold to the
Italian government. Renamed LOMBARDIA and registered with Flotte Riunite
Italia, she was used as a troopship in the Ethiopian War. In 1943 she was sunk
by an Allied air attack on Naples harbour. Her sister, damaged by a fire at
Hamburg in 1938, was sent for scrapping to Bremerhaven in 1941.
LOMBARDIA, ex RESOLUTE - own collection
RELIANCE ablaze, during her outfitting for a further cruise she caught fire, which was investigated for sabotage - copy from a newspaper, own collection
Back to the days of Albert Ballin, he thought already
during the war about the company´s policy for the time after. Considering the
expected decline of revenues and incomes, the possibly highest degree of
economy should be made the guiding principle, but impression of austerity
should prevail. That means a reasonable luxury for the First, solid comfort for
the Second and a good standard for the Third Class.
RELIANCE and RESOLUTE got well reputated amoung cruisers during the wars, the World Circumnavigation cruises on board these vessels became a hit - own collection, copy from Helmut Cauer, Weltreisen auf Schiffsplakaten
First of a commissioned quartet, launched at Blohm
& Voss in 1923, was baptized on the name of HAPAG's Great Man, ALBERT BALLIN, and placed
on the North Atlantic route the following year. The turbine-powered twin-screw
20,815-ton-ship managed 16 knots at an extraordinarily low fuel consumption and
accommodated 204 First, 340 Second and 960 Third Class passengers in a tasteful
up-to-date comfort. Her outer appearance was characterized by high but short
upperworks carrying two straight funnels and four masts. In 1934, after a call
at Bremerhaven, she struck a harbour tug which sank with 4 crew hands. Later,
twice rebuilt and equipped with more powerful turbines, her tonnage had
increased by first lengthening by constructing a new bow section, to 21,121 and
her speed to 19 knots. In consequence of the anti-Semitic laws of the
Nazi-government, HAPAG was forced to rename the ship into HANSA in 1935.
ALBERT BALLIN, renamed under the pressure of the Nazi´s into HANSA - Source: Wikipedia
During WW II she was used as a housing ship for the
navy and was at last employed in the evacuation action of Prussia from the
approach of the Red Army. In one of these operations she struck a mine. After
disembarkation of the refugees she capsized near Warnemuende. Repaired by 1955,
she served as SOVIETSKY SOYUS for Sovtorgflot at Vladivostok and was eventually scrapped after a career of 58 years.
HAPAG, having been a promoter of the motor ship,
entered into contracts for the construction of two 17,000 ton diesel-powered
liners, the St.LOUIS with the Vulcan of Bremen-Veegesack and the MILWAUKEE with Blohm & Voss of
Hamburg, each powered by 4 diesel engines on two screwshafts enabling them to
manage 16 knots. Greatest acknowledgement they acquired on cruises, which went
especially for the MILWAUKEE. For that
usage she was equipped in 1935 as a First-Class ship in white livery. She
survived the war as a housing ship and sailed thereafter as EMPIRE WAVENEY under
CUNRAD mangement. After a fire-damage she was scrapped in 1946.
Thanks to the worldwide attention being paid to the affair, Captain Schroeder was only displaced from his post. After the war he was honoured by the government of Israel as Righteous among the Nations. St.LOUIS was used as a hulk during the war. She was hit by a bomb during the Hamburg bomb raids and burnt, partly restored St.LOUIS was used a hotel ship thereafter in Hamburg. In 1950 she was broken up at Bremerhaven.
Despite the world economic situation the Third Reich forced German shipping lines constructing vessels to be present with representative vessels on all shipping lines of importance. Since 1935 HAPAG, as LLOYD, was under the control of the goverment. That was leading to new built program with vessels that not really have been neccessary. The building program enforced by the Nazi´s was too a "Keynes investment program".
All North Atlantic liners, including the unfinished VATERLAND, had been transferred in 1941 to DEUTSCHE NORDATLANTIK LINE (NORDA), which was state owned. The Nazi goverment believed that such a service, after winning WWII, should be in the interest of the nation, and to be done by.
MILWAUKEE in cruise livree, she was well reputated amoung international cruisers, and offered luxury cruises for KdF, for those who had been more equal in Nazi Germany - own collection, copy of a postcard
St.LOUIS in front of the Malécon 1939 in Havana with 937 Jewish refugees on board, this journey was a well set fraud by Goebbels and his entourage - own collection
Much appreciation received the St.LOUIS by her
courageous Captain Schroeder when she had left Hamburg 1939 with 937 Jewish asylum seekers on board for Cuba. Although in possession of immigration papers, neither this country nor the
United States gave permission for embarkation. After an odyssey over five weeks
in the course of which Schroeder contacted several countries, finally the
governments of Belgium, the Netherlands, France and Great Britain gave asylum
to the desperate Jews. Had Captain Schroeder returned to Germany as the Nazis
had him expected, they would have been sent to a concentration camp with poor
chance to survive. Only those refugees in Britain survived unharmed the war. By
using the survival rates for Jews in various countries, Thomas and
Morgan-Witts, the authors of "Voyage of the Damned", estimated that 180
of the St. Louis refugees in France, 152 of those in Belgium, and 60 of
those in the Netherlands survived the Holocaust.
Including the passengers who landed in England, of the original 936 refugees
(one man died during the voyage), roughly 709 survived the war and 227 did not.Thanks to the worldwide attention being paid to the affair, Captain Schroeder was only displaced from his post. After the war he was honoured by the government of Israel as Righteous among the Nations. St.LOUIS was used as a hulk during the war. She was hit by a bomb during the Hamburg bomb raids and burnt, partly restored St.LOUIS was used a hotel ship thereafter in Hamburg. In 1950 she was broken up at Bremerhaven.
The Verandah on board DEUTSCHLAND, a pedigree to all HAPAG mid wars liners - own collection
St.LOUIS in Havana 1939, detail of the photograph from above ... in the center above the promenade is the HAPAG pedigree Verandah - own collection
The EndDespite the world economic situation the Third Reich forced German shipping lines constructing vessels to be present with representative vessels on all shipping lines of importance. Since 1935 HAPAG, as LLOYD, was under the control of the goverment. That was leading to new built program with vessels that not really have been neccessary. The building program enforced by the Nazi´s was too a "Keynes investment program".
All North Atlantic liners, including the unfinished VATERLAND, had been transferred in 1941 to DEUTSCHE NORDATLANTIK LINE (NORDA), which was state owned. The Nazi goverment believed that such a service, after winning WWII, should be in the interest of the nation, and to be done by.
Model of VATERLAND, the intended first of a new trio of liners for the Northatlantic - copy from a broshure of the Museum für Hamburgische Geschichte und Kunstgeschichte
Below model of VATERLAND in the museum
As for the general economic situation the Nazi
gouverment of Germany forced the rivals of Bremen and Hamburg to form a joint
company that would handle the North Atlantic business where LLOYD and HAPAG
sell the passages to the international travellers in their "old
names" but into one account. Internal quarrels between the Hanseatic
rivals about the different "qualities" of the vessels had been forced
down by the Nazi Transport department.
The Yourkevitch design for HAPAG´s new trio, resembled quite a few NORMANDIE design items
Although the number of passengers had declined by more
than 50 percent since 1929, every year new tonnage produced an overcapacity in
the passenger business. Then theere was the boycott against Nazi Germany, that
was of no real interest to the international travellers - even US American Jews booked a passage on Nazi
German ships or used them for cruising - e.g. COLUMBUS, on his last cruise in
1939 was a great number of people with Jewish belief!
Towards the late 1930s it became nonetheless evident that HAPAG needed new ships to keep pace with its competitors. To provide an optimal passenger service, the policy of a mixed pure passenger/cargo operation should not be retained. Top-liners like the QUEEN MARY (80,774 ts, 29 knots) of CUNARD, NORMANDIE of Cie. Gle. TRANSATLANTIQUE (79,280 ts, 29 knots), BREMEN (51,656 ts, 28 knots), EUROPA (49,746 ts, 28knots) of NDL and REX of ITALIA (51,062 ts, 28 knots) were to figure not simply as means of communication between the continents. Over and above they represented their countries abroad. Therefore governmental support became more and more indispensable. HAPAG planned to introduce three 41,000-ton liners. This time, for the first and last, the newbuilts had been financed by the goverment.
Towards the late 1930s it became nonetheless evident that HAPAG needed new ships to keep pace with its competitors. To provide an optimal passenger service, the policy of a mixed pure passenger/cargo operation should not be retained. Top-liners like the QUEEN MARY (80,774 ts, 29 knots) of CUNARD, NORMANDIE of Cie. Gle. TRANSATLANTIQUE (79,280 ts, 29 knots), BREMEN (51,656 ts, 28 knots), EUROPA (49,746 ts, 28knots) of NDL and REX of ITALIA (51,062 ts, 28 knots) were to figure not simply as means of communication between the continents. Over and above they represented their countries abroad. Therefore governmental support became more and more indispensable. HAPAG planned to introduce three 41,000-ton liners. This time, for the first and last, the newbuilts had been financed by the goverment.
By interference of war only one could be launched at
the Blohm & Voss yard in 1940, the contracts for the other ones had to be
cancelled. The design by Yourkevitch had provided a ship of extraordinary
grace, perfectly proportioned, sporting a clipper bow and two slightly inclined
short funnels in HAPAG 's house colours, and laid out as for liner service as
for cruises, accommodating either 297 First, 456 Second and 467 Third Class
passengers or 500 single class when going on round-the-world-travels - that
would have been really luxurious, as the ships could offer ample deckspace and
with only slightly reduced crew an over the top HAPAG service!, or 1000 for
short trips. Two turbo-electric power units driving two propellers should have
enabled to keep 23.5 knots at economic operation costs and a maximum of 25.5
knots. Not the name DEUTSCHLAND (II), as presumed by some sources, but VATERLAND
(III) was chosen. The outbreak of World War II forced to stop the construction
work. On 25 July 1943 the torso was set on fire at BLOHM & VOSS in Hamburg, during an
air attack, Operation Gomorrah and led to
its breaking up, despite a feasable reconstruction, in 1948, ordered by the
British occupation forces.
With the formed NORDA it would have been the first and only time when the German government would have been subsidising the Northatlantic trade. Subsidiaries have never been paid prior or after.
The burned out hulk of VATERLAND after Operation Gomorrah 1943 - own collection
VATERLAND in this stage was nicknamed by the people of Hamburg as the "Großmaul" ... meaning the Austrian wallpainter
The massive bombardment of German cities did not destroy the moral in Germany. If Churchill and Bomber Harries had been looking clsoer into the reactions of British people during the Battle over England, they would have come to other logic conclusions ... and in Germany we did not have a Royal Family giving mental support ...
The LLOYD himself was in the planing stage for two new
fast (planed as Blue Riband winners) and bigger Transatlantic liners - AMERIKA
and VICTORIA.With the formed NORDA it would have been the first and only time when the German government would have been subsidising the Northatlantic trade. Subsidiaries have never been paid prior or after.
AMERIKA and VICTORIA the planed successors for BREMEN and EUROPA of LLOYD - copy from Arnold Kludas, Die Geschichte der Deutschen Passagierschffahrt
With the sad end of this uncompleted liner, HAMBURG-AMERIKANISCHE
PACKETFAHRT ACTIEN GESELLSCHAFT's regular passenger services on the North
Atlantic have gone for ever. After WWII HAPAG reorganized its fleet as a
freight liner service, with freighters that could take up to max. 12
passengers. HAPAG and LLOYD had been split up by the British Zone´s occupation
goverment.
Only the trio of the HAMBURG Class accomodated 80 First Class passengers. A similar trio was build for LLOYD and
served in their combined East Asia liner service. These Hamburg Class vessels
offered the old pre WWII typical HAPAG service on board while sailing to East
Asia.
Together with LLOYD HAPAG each ordered a trio of fast combined freight and passenger liners for their service to Far East - copy of a postcard, own collection
Salon of the Hamburg Class liners, which carried only 80 passengers in First Class - own collection
Hamburg
|
17. Dez 1953
25. März 1954 |
831
|
5141146
|
1967 Oriental Warrior, Maschinenraumexplosion am 25. Mai 1972 auf
einer Reise von New York nach Hong Kong und rund 40 Seemeilen nordöstlich
Dayton Beach auf Grund gesetzt, zwei Tage später im Schlepp nach Jacksonville
und dort erneut auf Grund gesetzt, am 25. September nach See geschleppt und
versenkt
|
Frankfurt
|
29. Mai 1954
12. Juli 1954 |
834
|
5120104
|
1967 Oriental Hero, am 28. Dezember 1977 in Hongkong aufgelegt und
ab Januar 1978 bei Lung Fa Steel & Iron in Kaohsiung verschrottet
|
Hannover
|
25. November 1954
10. März 1955 |
840
|
5141861
|
November 1966 Oriental Inventor, am 25. Dezember
1978 zum Abbruch bei Nang Eng Steel Enterprise in Kaohsiung eingetroffen
|
HAPAG once the inventor of modern day cruises and top
service provider on its passenger liners, made one unsteady, half hearted step
back into the cruise business - HAPAG bought the Swedish SAGA, rebuilt her and
send the vessel as ARIADNE on cruises. As every new buisiness, and in the time setting back then, it was new,
it took time to become a success, but HAPAG was too much driven by imidiate
results and sold the ARIADNE very soon. It was a German product aimed at the
German upper class members, but they had been more interested in rebuilding
their businesses (Wirtschaftswunder).
ARIADNE, HAPAG´s short lived cruise engagement in the late 1950s - own collection
Today the Steubenhoeft terminal at Cuxhaven, the port
of Hamburg and the 5star Hotel ATLANRIC in Hamburg are memorials of the era
when Hamburg and HAMBURG-AMERIKANISCHE PACKETFAHRT ACTIEN GESELLSCHAFT were the
symbols of the way from Germany, especially the Hanseatic city of Hamburg, to
the New World.
The port of Hamburg changed dramatically with the
advent of the container, no longer the bustling, noisy and steaming port, into
a modern day technology port. The Steubenhöft in Cuxhaven turned into a ferry
and cruise terminal, but the railway stimm is connected with the HAPAG HALLE,
and Hamburg got its third cruise terminal, as Hamburg´s passenger traffic is
resurfacing as port of destination and cruise hub for cruise lines.
Finally in the late 1960s negotiations of a merger between
LLOYD and HAPAG had reached its final point, and in 1970 the old Hanseatic
rivals merged into HAPAG LLOYD ... with crucial consequenses for Bremen and
Bremerhaven, all business was transferred in the next two decades into the Hamburg
office at Ballindamm.
EUROPA 3, ex KUNGSHOLM 3 ashore of Taormina - Source: Wikipedia
The shipping company left only EUROPA 4, ex KUNGSHOLM,
in its fleet and put her on cruises as a 5star cruise vessel. BREMEN, ex
PASTEUR was sold to CHANDRIS and sailed only brief as REGINA MAGNA. EUROPA 4
was replaced by a new EUROPA in 1981. She again was sold when the actual
"yacht" EUROPA 6 waas intoduced in 1999 ... since then she is
steadily winning the top scores from BERLITZ CRUISE GUIDE.
The actual EUROPA of HAPAG-LLOYD CRUISES built in Finland in 1999 - Source: Wikipdia
In the 1990s the steel giant PREUSSAG bought
HAPAG-LLOYD and its touristic interests, they still owned TUI, and seperated
steadily the cruise business from the container business. This did lead to
selling the majority of the HAPAG-LLOYD CONTAINER to a German consortium, but
made over the time HAPAG-LLOYD KREUZFAHRTEN, now renamed international
compatible HAPAG-LLOYD CRUISES, a luxury product within a mainly mass market
oriented touristic corporation - frations and misunderstandings, of what luxury
really is, included.
The new HAPAG-LLOYD CRUISES is only babbling of its
old cruise history and tradition, as the new CEOs and COOs have any real
understanding of the heritage and luxury.
If Albert Ballin woulf know ... he would rotate in his
grave ...
List
of passenger ships of HAMBURG AMERIKANISCHE PACKETFAHRT ACTIEN GESELLSCHAFT in
chronological order 1848 till 1970, merger with LLOYD - Source Wikipedia
Jahr
|
Name
|
Tonnage
|
Werft
|
Status/Schicksal
|
1855
|
Hammonia (I)
|
2131 BRT
|
1864
verkauft, 1973 gestrandet
|
|
1855
|
Borussia
(I)
|
2131 BRT
|
Caird & Co. Ltd.
|
1876 an Dominion
Line verkauft, 1879 gesunken
|
1857
|
Austria (I)
|
2684 BRT
|
Caird & Co. Ltd.
|
1858 im Nord-Atlantik gesunken (471 Tote)
|
1857
|
Saxonia (I)
|
2684 BRT
|
Caird & Co. Ltd.
|
1878
verkauft, 1895 Abbruch
|
1858 (1856)
|
Teutonia (I)
|
2693 BRT
|
Caird & Co. Ltd.
|
1856:/1858
an HAPAG, 1877 verkauft, 1894 Abbruch
|
1858 (1856)
|
Bavaria (I)
|
2693 BRT
|
Caird & Co. Ltd.
|
1856: ex Petropolis/1858
an HAPAG, 1876 verkauft, 1877 ausgebrannt
|
1863
|
Germania
|
2123 BRT
|
Caird & Co. Ltd.
|
1869 bei Kap Race
gestrandet
|
1865
|
Allemannia (I)
|
2695 BRT
|
Caird & Co. Ltd.
|
1880
verkauft, 1894 gestrandet
|
1867
|
Hammonia (II)
|
3256 BRT
|
Caird & Co. Ltd.
|
1878
verkauft, 1882 gestrandet
|
1867
|
3256 BRT
|
Caird & Co. Ltd.
|
1883 bei Borkum nach
Kollision gesunken (437 Tote)
|
|
1868
|
Holsatia (I)
|
3256 BRT
|
Caird & Co. Ltd.
|
1878
verkauft, 1910 außer Dienst
|
1868
|
Westphalia (I)
|
3256 BRT
|
Caird & Co. Ltd.
|
1887
verkauft, 1901 Abbruch
|
1869
|
Silesia
|
3256 BRT
|
Caird & Co. Ltd.
|
1887
verkauft, 1899 gestrandet
|
1870
|
Thuringia (I)
|
3256 BRT
|
Caird & Co. Ltd.
|
1878
verkauft
|
1872
|
Frisia (I)
|
3256 BRT
|
Caird & Co. Ltd.
|
1888
verkauft, 1902 Abbruch
|
1871
|
Vandalia (I)
|
2810 BRT
|
Caird & Co. Ltd.
|
1883
verkauft an DDG Hansa Kehrwieder, 1892 wieder angekauft,
1894 umbenannt in Polonia, 1897 Abbruch
|
1871
|
Germania (II)
|
2810 BRT
|
Caird & Co. Ltd.
|
1876 nahe
Bahia gestrandet
|
1873
|
Lotharingia
|
1186 BRT
|
1882
verschollen
|
|
1874
|
Alsatia
|
1186 BRT
|
1874 bei Puerto
Rico gestrandet
|
|
1873
|
3382 BRT
|
Caird & Co. Ltd.
|
1873 bei Folkestone
nach Kollision gesunken (55 Tote)
|
|
1874
|
3609 BRT
|
Caird & Co. Ltd.
|
1896
verkauft, 1898 Abbruch
|
|
1874
|
Franconia
|
3098 BRT
|
Caird & Co. Ltd.
|
1878
verkauft, 1905 Abbruch
|
1874
|
Rhenania (I)
|
3098 BRT
|
Caird & Co. Ltd.
|
1878
verkauft, 1905 Abbruch
|
<1875>
(1874)
|
3494 BRT
|
1874:
Adler Linie/1875 an HAPAG verkauft, vor Übernahme 1875 bei den Scilly-Inseln
gestrandet (312 Tote)
|
||
1875 (1873)
|
Goethe
|
3494 BRT
|
Robert Napier & Sons
|
1873:
Adler Linie/1875 an HAPAG, 1876 in der La Plata-Mündung gestrandet
|
1875 (1873)
|
Herder
|
3497 BRT
|
1873:
Adler Linie/1875 an HAPAG, 1882 bei Kap Race
gestrandet
|
|
1875 (1874)
|
Lessing
|
3497 BRT
|
A. Stephen & Sons
|
1874: Adler
Linie/1875 an HAPAG, 1888 verkauft, 1897 Abbruch
|
1875
|
Gellert
|
3497 BRT
|
A. Stephen & Sons
|
Adler
Linie/1875 an HAPAG, 1895 verkauft, 1896 Abbruch
|
1875
|
Wieland
|
3497 BRT
|
A. Stephen & Sons
|
1875:
Adler Linie/1875 an HAPAG, 1895 verkauft und ausgebrannt
|
1875 (1874)
|
Klopstock
|
3659 BRT
|
J. & G. Thomson & Co., Glasgow
|
1875:
Adler Linie/1875 an HAPAG, 1876 verkauft, 1907 Abbruch
|
1881
|
Rhenania (II)
|
1867 BRT
|
1903
verkauft, 1916 durch deutsches U-Boot versenkt
|
|
1881
|
Albingia
|
1867 BRT
|
Dobie & Co., Govan
|
1894
verkauft, 1927 gestrandet
|
1881
|
Allemannia (II)
|
1867 BRT
|
Dobie & Co., Govan
|
1903
verkauft, 1937 gestrandet
|
1881
|
Bohemia (I)
|
3678 BRT
|
A.
& J. Inglis Ltd., Glasgow
|
1881: ex Bengore
Head (I), Ulster Line/1881 an HAPAG, 1899 verkauft, 1905 Abbruch
|
1883
|
3678 BRT
|
A. & J. Inglis Ltd.
|
1883: ex Bengore
Head (II), Ulster Line/1883 an HAPAG, 1899 verkauft und gestrandet
|
|
1882
|
Rugia (I)
|
3553 BRT
|
1895
verkauft, 1905 Abbruch
|
|
1883
|
Rhaetia (I)
|
3553 BRT
|
Reiherstiegwerft
|
1895
verkauft, 1916 gestrandet
|
1883
|
Hammonia (III)
|
3969 BRT
|
J. & G. Thomson & Co.
|
1889
verkauft, 1914 Abbruch
|
1886
|
Gothia
|
2423 BRT
|
aus NL
angekaufte Jacatra (1884), 1898 Verkauf an die DLL, 1924 Abbruch
|
|
1886
|
Slavonia
|
2423 BRT
|
Dixon & Co.
|
aus NL
angekaufte Macassar (1883), 1898 Verkauf an die DLL, 1906 vor Alderney
gestrandet
|
1888
|
India
|
1536 BRT
|
1881
gebaut, von Carr angekauft, 1894 verkauft, 1901 verschollen
|
|
1888
|
Australia
|
2208 BRT
|
Mitchell & Co.
|
1881
gebaut, von Carr angekauft, 1902 in der Schelde
gestrandet und zerbrochen
|
1888
|
Polynesia
|
2208 BRT
|
Mitchell & Co.
|
1881
gebaut, von Carr angekauft, 1903 verkauft, 1921 gesunken
|
1888
|
Polaria
|
2690 BRT
|
Mitchell & Co.
|
1882
gebaut, von Carr angekauft, 1903 verkauft, 1904 Abbruch
|
1888
|
California
|
2690 BRT
|
Mitchell & Co.
|
1883
gebaut, von Carr angekauft, 1897 verkauft, 1910 Abbruch
|
1889
|
7661 BRT
|
AG Vulcan Stettin
|
1897
Umbau: 8749 BRT, 1904 verkauft, 1907 Abbruch
|
|
1889
|
7661 BRT
|
Laird
Brothers & Co. Ltd., Birkenhead
|
1898
verkauft und 1899 Rückkauf, 1904 erneuter Verkauf, 1907 Abbruch
|
|
1890
|
8716 BRT
|
Fairfield SB & Eng. Co. Ltd., Glasgow
|
1898
verkauft, 1906 Abbruch
|
|
1891
|
Fürst Bismarck (I)
|
8716 BRT
|
AG Vulcan Stettin
|
1904
verkauft, 1923 Abbruch
|
1889
|
Italia
|
3722 BRT
|
Armstrong, Newcastle
|
1899
verkauft an Sloman, 1915 versenkt
|
1889
|
Scandia
|
4379 BRT
|
AG Vulcan Stettin
|
1898
verkauft, 1924 ausgebrannt
|
1889
|
Dania
|
4379 BRT
|
AG Vulcan
|
1895
verkauft, 1926 Abbruch
|
1889
|
Russia
|
4379 BRT
|
Laird Brothers
|
1895
verkauft, 1927 Abbruch
|
1891
|
Virginia
|
2891 BRT
|
Blohm
& Voss, Hamburg
|
1898 an DOAL Sultan,
1913 weiterverkauft, 1933 Abbruch
|
1891
|
Venetia
|
2891 BRT
|
Reiherstiegwerft
|
1900 an
Sloman, 1917 durch deutsches U-Boot versenkt
|
1894
|
Prussia
|
5796 BRT
|
1898 an Dominion
Line, Dominion (II), 1922 Abbruch
|
|
1894
|
Persia
|
5796 BRT
|
1898 an ATL, Minnewaska (I), 1928 Abbruch
|
|
1894
|
Patria (I)
|
6761 BRT
|
AG Vulcan Stettin
|
1899 im Ärmelkanal
ausgebrannt und gesunken
|
1894
|
Phoenicia
(I)
|
6761 BRT
|
Blohm & Voss
|
1905
verkauft, 1937 Abbruch
|
1895
|
Palatia
|
6761 BRT
|
AG Vulcan
|
1905
verkauft, 1925 Abbruch
|
1896
|
Asturia
|
5458 BRT
|
Palmers SB & Iron Co. Ltd.,
Jarrow
|
1901 bei Kap
Guardafui gestrandet
|
1896
|
Adria
|
5458 BRT
|
Palmers SB
|
ab 1904
nur Frachter, 1905 verkauft, 1906 gestrandet
|
1896
|
Armenia
|
5458 BRT
|
Palmers SB
|
ab 1904
nur Frachter, 1914 in New York aufgelegt/1917 durch US Shipping Board
beschlagnahmt, 1924 Abbruch
|
1896
|
Andalusia
|
5458 BRT
|
Palmers SB
|
ab 1904
nur Frachter, 1914 in Manila aufgelegt/1917 durch US Shipping Board beschlagnahmt, 1925 Abbruch
|
1897
|
Ambria
ex Bhandara |
5476 BRT
|
||
1897
|
Alesia
ex Bangalore |
5476 BRT
|
FSG Flensburg
|
ab 1904
nur Frachter, 1914 in Rangoon durch Großbritannien
beschlagnahmt, 1926 Abbruch
|
1897
|
Aragonia
ex Burmah |
5476 BRT
|
FSG Flensburg
|
ab 1904 nur
Frachter, 1919 an Frankreich ausgeliefert, 1923 Abbruch
|
1897
|
Arcadia
|
5472 BRT
|
Harland & Wolff
|
1914 in Newport
News aufgelegt/1917 durch US Shipping Board beschlagnahmt, 1927 Abbruch
|
1897
|
Arabia
Barcelona |
5458 BRT
|
Harland & Wolff
|
|
1898
|
Assyria
|
6581 BRT
|
ab 1904
nur Frachter, 1905 verkauft, 1928 Abbruch
|
|
1899
|
Athesia
|
5751 BRT
|
Reiherstiegwerft
|
1902 an DDG Kosmos als Uarda,
1932 gesunken.
|
1894
|
Hellas
|
2458 BRT
|
Richardson, Duck & Co.,
Stockton on Tees
|
1901 von
A. C. de Freitas übernommen, 1911 verkauft, 31. Oktober 1923 nach Kollision
vor Shimonoseki mit der Kasuga Maru gesunken.
|
1894
|
Ithaka
|
2268 BRT
|
Richardson, Duck & Co.,
Stockton on Tees
|
1900 von
A. C. de Freitas übernommen, 1911 verkauft, 1. Mai 1916 von U-Boot versenkt.
|
1895
|
Lydia
|
2734 BRT
|
Richardson, Duck & Co.,
Stockton on Tees
|
1900 von
A. C. de Freitas übernommen, am 28. September 1910 vor Lam Yit Island
gestrandet, am 18. November 1910 gehoben und in der Chananbucht erneut
gestrandet und dort gesunken.
|
1900
|
Abessinia
|
5733 BRT
|
Palmers SB
|
ab 1904
nur Frachter, 1917 durch Chile beschlagnahmt
|
1900
|
Acilia
|
5733 BRT
|
Palmers SB
|
ab 1904
nur Frachter, 1913 bei Feuerland gestrandet und gesunken (52 Tote)
|
1900
|
Alexandria
|
5733 BRT
|
Palmers SB
|
ab 1904
nur Frachter, 1919 an Frankreich ausgeliefert, 1936 Abbruch
|
1901
|
Artemisia
|
5733 BRT
|
Palmers SB
|
ab 1904
nur Frachter, 1919 an Shipping Controller, London, ausgeliefert, 1930 Abbruch
|
1897
|
13023 BRT
|
Harland & Wolff
|
1914 in
New York aufgelegt/1917 durch US Shipping Board beschlagnahmt, 1924 Abbruch
|
|
1898
|
Pretoria
|
13023 BRT
|
Blohm & Voss
|
1919 an ausgeliefert,
1921 Abbruch
|
1899
|
Graf Waldersee
|
13023 BRT
|
Blohm & Voss
|
1919 an
ausgeliefert, 1921 Abbruch
|
1899
|
Patricia
(I)
|
13023 BRT
|
AG Vulcan, Stettin
|
1919
ausgeliefert, 1921 Abbruch
|
1898
|
Brasilia (I)
|
10326 BRT
|
Harland & Wolff
|
nach 11
Monaten zurück an Werft, 1900 als Norseman an Dominion
Line, 1916 durch deutsches U-Boot versenkt
|
1898
|
10326 BRT
|
Blohm & Voss
|
1914 in Baltimore
aufgelegt/1917 durch US Shipping Board beschlagnahmt, 1924 Abbruch
|
|
1899
|
Belgravia (I)
|
10326 BRT
|
Blohm & Voss
|
1905
verkauft, 1945 versenkt
|
1899
|
Batavia
|
10326 BRT
|
Blohm & Voss
|
1919 an
Frankreich ausgeliefert, 1924 Abbruch
|
(1899)
|
Belgia (I)
|
11585 BRT
|
Harland & Wolff
|
nicht abgenommen,
1900 an Dominion Line als Irishman
|
1899
|
Bosnia
|
9683 BRT
|
Palmer SB
|
1899 als
Frachter angekauft, 1907 bei Blohm & Voss zum Auswandererschiff umgebaut,
1914 Werkstattschiff der Kaiserlichen Marine, 1920 ausgeliefert, 1924 als Frangestan
im Roten Meer ausgebrannt und gesunken
|
1899
|
12481 BRT
|
nur
gechartert bis Oktober 1900 (10 Rundreisen),
1912 nach Frankreich verkauft, 1916 versenkt durch deutsches U-Boot im Mittelmeer |
||
1900
|
Deutschland (III)
|
16502 BRT
|
AG Vulcan, Stettin
|
1911: Victoria
Luise/1920: Hansa (I)/1925 außer Dienst
|
1900
|
Hamburg (I)
|
10911 BRT
|
AG Vulcan, Stettin
|
1916 in
New York aufgelegt/1917 durch US Shipping Board beschlagnahmt, 1932 Abbruch
|
1900
|
10911 BRT
|
AG Vulcan, Stettin
|
1904 an NDL, Princess Alice, 1933 Abbruch
|
|
1900
|
4419 BRT
|
Blohm & Voss
|
Kreuzfahrtschiff,
1906 gestrandet
|
|
1901
|
6598 BRT
|
FSG Flensburg
|
1917 in Montevideo
durch Uruguay
beschlagnahmt, 1938 Abbruch
|
|
1901
|
Lyeemoon
|
1925 BRT
|
1890 Richardson,
Newcastle |
von der Chinesischen
Küstenfahrt-Gesellschaft angekauft , 1917 in Honolulu beschlagnahmt, 1924
abgebrochen
|
1901
|
Loongmoon
|
1971 BRT
|
1896 Richardson,
Newcastle |
von der
Chinesischen Küstenfahrt-Gesellschaft angekauft , 1917 in Manila
beschlagnahmt, 1918 Verlust durch Strandung
|
1901
|
Tsintau
|
1588 BRT
|
1891 Blackwood,
Port Glasgow |
von Jebsen angekauft ex Santelmo, 1910
verkauft, 1937 versenkt
|
1901
|
1738 BRT
|
Howaldt, Kiel
|
1917 durch
die Vereinigten Staaten beschlagnahmt, 1942 durch U
156 versenkt
|
|
1902
|
6416 BRT
|
1919 an
Shipping Controller, London, ausgeliefert, 1929 Abbruch
|
||
1902
|
12334 BRT
|
Blohm & Voss
|
1915 durch
Italien
beschlagnahmt, 1925 Abbruch
|
|
1902
|
12334 BRT
|
Blohm & Voss
|
1919 an Frankreich
ausgeliefert, 1929 Abbruch
|
|
1902
|
4689 BRT
|
Reiherstiegwerft
|
1914: in
New York aufgelegt/1917 durch US Shipping Board beschlagnahmt, 1956 Abbruch
|
|
1902
|
4689 BRT
|
Reiherstiegwerft
|
1907 bei Jamaika
gestrandet
|
|
1903
|
4689 BRT
|
1914 in Colon
aufgelegt/1917 durch US Shipping Board beschlagnahmt, 1958 Abbruch
|
||
1903
|
4780 BRT
|
FSG Flensburg
|
1914: in
Mittelamerika aufgelegt, 1918 von Besatzung versenkt
|
|
1903
|
4780 BRT
|
FSG Flensburg
|
1914 in
New York aufgelegt/1917 durch US Shipping Board beschlagnahmt, 1933 Abbruch
|
|
1903
|
6030 BRT
|
1914 in Falmouth durch Großbritannien
beschlagnahmt, 1917 versenkt
|
||
1903
|
6030 BRT
|
Bremer Vulkan
|
1914 in Philadelphia
aufgelegt/1917 durch US Shipping Board beschlagnahmt, 1930 Abbruch
|
|
1904
|
Meteor
|
3613 BRT
|
Blohm & Voss
|
Kreuzfahrtschiff,
1919 ausgeliefert, 1945 versenkt
|
1904
|
Polynesia (II)
|
6152 BRT
|
Reiherstiegwerft
|
1917 in
Uruguay beschlagnahmt, 1927 Hohenstein, 1935 Tel Aviv, 1938
Abbruch
|
1905
|
Thuringia (III)
|
6152 BRT
|
Blohm & Voss
|
ersten 6
Monate als California im Dienst, 1917 in Uruguay
beschlagnahmt, 1928 Eberstein, 1947 Abbruch
|
1905
|
6152 BRT
|
FSG Flensburg
|
1922: Galicia,
1933 Abbruch
|
|
1904
|
Rhenania (III)
|
6600 BRT
|
Bremer Vulkan
|
|
1905
|
6600 BRT
|
Bremer Vulkan
|
1919 an
Shipping Controller, London, ausgeliefert, 1933 Abbruch
|
|
1905
|
Rhaetia (II)
|
6600 BRT
|
Bremer Vulkan
|
1917 durch
US Shipping Board beschlagnahmt, 1924 Abbruch
|
1906
|
6600 BRT
|
Bremer Vulkan
|
1919
ausgeliefert, 1921 Rückkauf, jetzt Teutonia (IV), 1933 Abbruch
|
|
1906
|
Hohenstaufen
|
6600 BRT
|
Bremer Vulkan
|
1917 durch
Brasilien
beschlagnahmt, 1964 Abbruch
|
1905
|
Dania (II)
|
3898 BRT
|
Reiherstiegwerft
|
1919 an
Shipping Controller, London, ausgeliefert, 1921 Rückkauf, jetzt Tsad
(3927 BRT), 1924 verkauft, 1934 Abbruch
|
1905
|
Bavaria (III)
|
3898 BRT
|
Reiherstiegwerft
|
1917 von
Kuba beschlagnahmt, 1923 Verkauf nach Deutschland, 1934 Abbruch
|
1905
|
Borussia
(III)
|
6951 BRT
|
Germaniawerft,
Kiel
|
1907 bei Lissabon
beim Kohlebunkern gekentert und gesunken
|
1905
|
Admiral von Tirpitz
|
2007 BRT
|
Seebeck-Werft,
Geestemünde
|
1912 nach Manila verkauft
|
1905
|
Staatssekretär Kraetke
|
2009 BRT
|
Howaldt
|
1917 in Honolulu
durch US-Behörden beschlagnahmt, umbenannt in Tacony, 1919 Jamaica,
Totalverlust durch Feuer in Bluefields am 30. Oktober 1924
|
1906
|
Oceana (II)
|
7859 BRT
|
1905 als Scot
(1890) von der Union-Castle Line angekauft, Umbau zum
Kreuzfahrtschiff, 1911 nach Kanada verkauft, später Alfonso III, Vasco
Nunez de Balboa, 1927 abgebrochen
|
|
1905
|
22225 BRT
|
Harland & Wolff
|
1914 in
New York aufgelegt/1917 durch US Shipping Board beschlagnahmt, 1958 Abbruch
|
|
1905
|
8688 BRT
|
Fairfield SB
|
1914: Friedrichsruh,
1919 an Frankreich ausgeliefert, 1935 Abbruch
|
|
1906
|
8688 BRT
|
Germaniawerft
|
1914 in Falmouth durch Großbritannien
beschlagnahmt, 1926 Abbruch
|
|
1905
|
1849 BRT
|
Seebeck-Werft
|
1917 in San Juan (Puerto Rico) durch US-Behörden
beschlagnahmt, USS Kittery
|
|
1906
|
24581 BRT
|
AG Vulcan, Stettin
|
1919 an
Shipping Controller, London, ausgeliefert, 1931 Abbruch
|
|
1906
|
9462 BRT
|
Blohm & Voss
|
1914 in
New York aufgelegt/1917 durch US Shipping Board beschlagnahmt, 1933 Abbruch
|
|
1907
|
9462 BRT
|
AG Vulcan, Stettin
|
1914 in
New York aufgelegt/1917 durch US Shipping Board beschlagnahmt, 1947 Abbruch
|
|
1907
|
18072 BRT
|
Harland & Wolff
|
1914 in
New York aufgelegt/1917 durch US Shipping Board beschlagnahmt, 1952 Abbruch
|
|
1907
|
18084 BRT
|
Harland & Wolff
|
1914 in
New York aufgelegt/1917 durch US Shipping Board beschlagnahmt, 1918 durch
deutsches U-Boot versenkt
|
|
1908
|
8103 BRT
|
Germaniawerft
|
1919 an US
Shipping Board ausgeliefert, 1954 Abbruch
|
|
1908
|
8103 BRT
|
Germaniawerft
|
1914 in
New York aufgelegt/1917 durch US Shipping Board beschlagnahmt, 1951 Abbruch
|
|
1909
|
16960 BRT
|
Blohm & Voss
|
1919 an
die Vereinigten Staaten ausgeliefert/1926 wieder HAPAG, 1933 Abbruch
|
|
1909
|
16339 BRT
|
Schichau, Danzig
|
eingesetzt
im Nordatlantik und Mittelmeer/ 1917 durch US Shipping Board beschlagnahmt,
1918 durch U-86 vor der französischen Küste versenkt
|
|
1912
|
Karl Schurz
|
6001 BRT
|
als Columbia
vom Stapel, 1913 Name korrigiert in Carl Schurz, März 1914 an Elders
& Fyffes verkauft, Changuinola, 1933 verschrottet
|
|
1913
|
Emil L. Boas
|
6014 BRT
|
Swan Hunter
|
Kiellegung
als Normannia, März 1914 an Elders & Fyffes verkauft, Motagua,
1933 verschrottet
|
1913
|
52117 BRT
|
AG Vulkan, Hamburg
|
1919 an
Shipping Controller, London, ausgeliefert, 1938 Abbruch
|
|
1914
|
Vaterland (I)
|
54282 BRT
|
Blohm & Voss
|
1914 in
New York aufgelegt/1917 durch US Shipping Board beschlagnahmt, 1938 Abbruch
|
56551 BRT
|
Blohm & Voss
|
1920 für
Shipping Controller, London, fertiggestellt und ausgeliefert
|
||
21498 BRT
|
AG Vulcan Stettin
|
1920 für
Shipping Controller, London, fertiggestellt und ausgeliefert, 1952 Abbruch
|
||
1922 (1909)
|
Hammonia (IV)
|
7315 BRT
|
Stephen & Sons, Glasgow
|
ex Hollandia
1909 KHL, 1922 angekauft und umbenannt, noch im selben Jahr in einem Sturm
gesunken, 15 Tote
|
1922 (1909)
|
Holsatia (IV)
|
7315 BRT
|
De Schelde
N.V., Vlissingen
|
ex Frisia
1909 KHL, 1922 angekauft und umbenannt, 1928 zum Abbruch verkauft
|
1922 (1914)
|
8106 BRT
|
Reiherstieg
|
ex Kigoma
DOAL, 1922
angekauft und umbenannt, 1934 zum Abbruch verkauft
|
|
1922
|
Thuringia (IV)
|
11343 BRT
|
Howaldtswerke,
Kiel
|
ab 1930 General
San Martin, 1936 an Hamburg
Süd übertragen,
|
1923
|
Westphalia (III)
|
11343 BRT
|
Howaldtswerke, Kiel
|
ab 1930 General
Artigas, 1936 an Hamburg-Süd übertragen,
|
1922
|
Tanganjika
|
8450 BRT
|
Blohm & Voss
|
1936 an Deutsche Ost-Afrika-Linie (DOAL)
verkauft
|
1924
|
8754 BRT
|
Blohm & Voss
|
1936 an
Deutsche Ost-Afrika-Linie (DOAL) verkauft
|
|
1923
|
21455 BRT
|
Blohm & Voss
|
1935: Hansa
(II)/1949 an Sowjetunion ausgeliefert
|
|
1923
|
Deutschland (IV)
|
21455 BRT
|
Blohm & Voss
|
1945 in Lübeck nach
Bombentreffer gesunken/1948 verschrottet
|
1925
|
21455 BRT
|
Blohm & Voss
|
1950 an
Sowjetunion ausgeliefert
|
|
1927
|
21455 BRT
|
Blohm & Voss
|
1945 in Kiel nach
Bombentreffer gesunken/1948 verschrottet
|
|
1926 (1909)
|
Heluan
|
7248 BRT
|
Reiherstiegwerft
|
ehemaliger
Eigner DDG Kosmos, verschrottet 1931 Osaka
|
1926 (1920)
|
19980 BRT
|
AG Weser
|
1914 für
HAPAG vom Stapel, 1920 für Koninklijke Hollandsche Lloyd in
Dienst, 1926 doch noch zur HAPAG, 1935 nach Italien verkauft
|
|
1926 (1920)
|
19980 BRT
|
J. C. Tecklenborg
|
1914 für
HAPAG vom Stapel, 1920 für Hollandsche Lloyd in Dienst, 1926 doch noch zur
HAPAG, 1938 ausgebrannt
|
|
1928
|
Oceana (III)
|
8791 BRT
|
Bremer Vulkan
|
Ankauf aus
Italien: ex Sierra Salvada (1913), 1938 Verkauf an DAF, 1946
Sowjetunion, 1963 Abbruch
|
1928
|
Orinoco
|
9779 BRT
|
Bremer Vulkan
|
|
1929
|
9779 BRT
|
F.
Schichau, Danzig
|
1935: Iberia/1946
an Sowjetunion ausgeliefert
|
|
1929
|
16732 BRT
|
Bremer Vulkan
|
1944 in Kiel nach
Bombentreffer gesunken und 1950 verschrottet
|
|
1929
|
16699 BRT
|
Blohm & Voss
|
1945 an MoWT, London, ausgeliefert
|
|
1929
|
11950 BRT
|
Bremer Vulkan
|
1936 an
Hamburg Süd übertragen
|
|
1933
|
12049 BRT
|
Blohm & Voss
|
1945 an
Sowjetunion ausgeliefert
|
|
1933
|
12055 BRT
|
Blohm & Voss
|
1945 an
Sowjetunion ausgeliefert
|
|
1938
|
Patria (II)
|
16595 BRT
|
Deutsche
Werft AG, Hamburg
|
1945 an
Großbritannien abgeliefert, Empire Welland, 1946 an die Sowjetunion, Rossiya,
1985 als Aniva verschrottet
|
1939
|
2947 BRT
|
Elektroschiff,
vom 18. Juli bis etwa 21. August 1939 im Helgoland-Verkehr eingesetzt, von
der Kriegsmarine als Wohnschiff umgebaut, am 18. März 1946 am Cuxhavener
Lentzkai durch Brand schwer beschädigt, bei der Deutschen Werft, Finkenwerder
aufgelegt und zum 11. Juli 1947 an Großbritannien übergeben. Mit Gasmunition
beladen 1948 in der Nordsee versenkt.
|
||
1940
|
41000 BRT
|
Blohm & Voss
|
1940 auf
Stapel/1943 nach Bombentreffer ausgebrannt/1948 verschrottet
|
|
1954
|
Hamburg (IV)
|
9184 BRT
|
Bremer Vulkan
|
Kombischiff
für Ostasiendienst, 1967 verkauft, Oriental Warrior, 1972 nach
Maschinenraumexplosion auf Grund gesetzt und später versenkt
|
1954
|
Frankfurt (I)
|
9184 BRT
|
Bremer Vulkan
|
Kombischiff
für Ostasiendienst, 1967 verkauft, Oriental Hero, 1978 in Kaohsiung
verschrottet
|
1955
|
Hannover (II)
|
9184 BRT
|
Bremer Vulkan
|
Kombischiff
für Ostasiendienst, 1966 verkauft, Oriental Inventor, 1978 in
Kaohsiung verschrottet
|
1957 (1951)
|
Ariadne
|
7764 BRT
|
Swan
Hunter, Newcastle
|
1951: ex Patricia,
Svenska Lloyd/1956 an HAPAG/1960 verkauft
|
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