"Queen Elizabeth" ad 1964 (coll. WS); "Britannia" of 1840 (painting by Heribert Schroepfer)

The progressive development of the steamship favoured the idea of establishing regular mail services independent from wind and weather. In 1838 the "Liverpool" of the Transatlantic Steam Ship Co. had her maiden voyage from Liverpool to New York. She was a steamer of 1,150 tons with two funnels and three masts, two years later sold to the P&O, renamed "Great Liverpool". The 617-ton "Royal Wilhelm" of the City of Dublin S.P.Co. is reported having crossed the Atlantic in 1839. In the same year the British and American Steam Packet Co. ameliorated Atlantic services with the "British Queen" (1,300 ts) and then the "President" (2,366 ts), which was lost in 1841 with 136 persons and mail on board.

When the British Admiralty in 1839 had invited tenders for a reliable mail service, surprisingly also a businessman from the Canadian colony applied for the contract: Samuel Cunard, born in 1797 in Halifax, shareholder in the Canadian S.S. "Royal William", which crossed the Atlantic in 1833 (not to be confused with her British namesake). To the disappointment of the established companies, the award went to the newcomer from overseas. He guaranteed a fortnightly departure from Liverpool to Halifax and Boston with steamers of 1,100 tons, sailing at a speed of 9 knots. For the postal service, a yearly governmental subsidy of 60,000 pounds was set out. Cunard formed the British and North American Royal Mail Steam Packet Company, later known as the Cunard Line, and placed orders for four well-designed three-mast steam ships for the provided mail service including passenger transportation. First of the quartet was the "Britannia" of 1,156 tons, her varied career worthwhile to have a look at. Launched and put in service in 1840, the well-proportioned wooden, clipperbow-fitted paddle-wheel steamer from the Robert Duncan Yard of Greenock, was equipped with a 740 h.p. side-level engine of Napier, which secured her a service speed of 9 knots at a maximum of 11 knots. Her three masts were barque-rigged. On her maiden trip, departing from Liverpool, the "Britannia" arrived at Halifax after 12 days and 10 hours, and after two other days she docked at Boston. After 10 Atlantic crossings she was sold to become the frigate "Barbarossa" of the short-lived navy of the then German Federation in 1849. Three years later she was acquired by the Prussian Navy, renamed "Elisabeth", and ended in 1880 as a target ship. Cunard's "Britannia" and her sisters "Acadia", "Caledonia" and "Columbia" had paved the way for Britain's dominance in seafaring for about one and a half century.

In April 1843 the "Hibernia" of more than 1,400 tons went on her maiden voyage Liverpool - Boston. On 1st January 1848 Cunard opened with sister "Cambria" a direct route between Liverpool and New York at a traveling time of 13 days and 16 hours for the 3,073 nautical miles. Thanks to successful operation, the government support was raised so that 4 larger steamers of more than 1,800 tons could join the fleet: "America", "Niagara", "Europa" and "Canada". Their engines exerted 2,000 h.p. and enabled them to cut the Atlantic crossing to less than 10 days. At the mid of the century Cunard disposed upon a fleet of 13 steamers to provide twice-a-week departures. In 1856 the company received the "Persia" as their first iron-built vessel, attaining 13.88 knots as a record breaker. Thanks to her sturdy construction, she could continue her voyage with a damaged bow after knocking on an iceberg. In 1859 her sister "Scotia" was launched as the company's last paddle-wheeler. Cunard's first screw-driven ship, the 2,539-ton "China", had her maiden voyage Liverpool - New York in 1862, followed by other screw steamers.

"Bothnia" (via Wikimedia)

"Ethruria" (via Wikimedia)

"Campania" (old card, coll. WS)

In 1881 appeared the 7,391-ton "Servia" as Cunard's first steel ship, being also the first fitted with electric light. As economically successful proved to be the couple "Umbria" and "Etruria" of 1884, measuring 7,718 tons. Their 14,000 h.p. triple-compound engines enabled them to cross the Atlantic in 16 days at a speed of 18 knots. To maintain the position against the competitors and to hold the possession of the Blue Riband, Cunard commissioned a new larger and faster pair of Atlantic liners, the "Campania" and "Lucania" of 12,950 tons each, introduced in 1893. Their triple expansion engines at an output of 30,000 h.p., working on twin propellers, helped them to cover the passage regularly in less than 6 days, setting up a new speed record at 21.81 knots. Apart from the period between 1850 and 1856, when the American Collins Line had been the most prominent in the North Atlantic passenger business, British companies remained dominant, and over 40 years the Blue Riband had been permanently paired with the Red Ensign. From 1859 a call was also established at Queenstown, the later Cobh, where the last mail arrived by tenders, thus accelerating the mail service.

In the meantime, Germany had developed into a mighty industrial power and her shipyards were about to compete with the British. The year 1897 marked a serious turning point, when the Norddeutscher Lloyd placed in service the "Kaiser Wilhelm der Grosse", then the greatest and fastest express liner afloat. With their five impressive four-funnel liners, the Germans maintained the predominance on the North Atlantic for the next ten years. Cunard's 19,687-ton "Caronia" of 1905 and her sister "Carmania" were slightly larger, but they had been built for a speed of only 18 knots.

"Caronia" and "Carmania" (old card, coll. WS)

"Mauretania" (old card, coll. WS)

Liners of Prestige
Another threat came from the other side of the Atlantic. In 1902, the American bank and railway tycoon J.P. Morgan called into being the International Mercantile Marine Company (IMM), which purchased seven great navigation companies, among them the famous British White Star Line, and was then ruling over a fleet of 133 steamers comprising about 900,000 tons. The government felt the necessity to react and to restore Great Britain's maritime prestige. It entered into a treaty with Cunard subsidizing the building of two exceptional express liners by an amount of approximately 2 1/2 million pounds sterling. The ships were expected to attain a maximum speed of 24.5 knots and being prepared for a quick conversion into an auxiliary cruiser in the case of a military conflict. As first, the "Lusitania" with a tonnage of 31,550 was completed at Clydebank by John Brown & Co. in 1906, her sister "Mauretania", measuring 31,938 tons, followed one year later from Swan, Hunter and Wigham Richardson at Liverpool. The ships were introduced on the prominent Liverpool - New York route (Cunard changed to Southampton not before 1920). They were the greatest vessels by the time and featured new standards for cabin passengers. Each won the Blue Riband, the virtual symbol for the fastest passage between Daunts Rock (Queenstown) and Sandy Hook light house (New York). After the machinery was modified and propellers of an improved design were fitted, the "Lusitania" made her fastest passage in 4 days, 11 hours and 42 minutes and the "Mauretania" did it in 4 days, 10 hours and 51 minutes, each putting up new records at 25.85 resp. 26.06 knots. Achievements like that have only been possible by the application of the new propulsion with steam turbines exerting 68,000 h.p. onto 4 screws, after the piston engine had arrived at the end of its potentiality. Shipbuilding had entered again a new era which temporarily found its outer expression in the 4 slightly inclined funnels, following the German model.

"Lusitania" (Bain Coll./ via Flickr Commons)

"Aquitania" (via Wikimedia)

"Berengaria" (ex "Imperator") and "Empress of Australia", Southampton c.1938 (old card, coll. WS)

While the "Mauretania" held the Blue Riband for 22 years, her sister found a terrible end in the First World War, when she was torpedoed by a German submarine on 7 May 1915 near the Irish coast, taking 1,198 passengers down with her, among them 121 American citizens. German authorities suspected her being a war material transport and the German ambassador had warned the passengers before departure, to travel aboard of the ship into the war zone. Despite that obvious danger, the "Lusitania" was not protected by a navy escort. The hit from the single (the submarine's last) torpedo was followed by a violent second explosion, which let the ship sink within 18 minutes. The "Lusitania" affair was considered a substantial contribution to America's entering into war with Germany, but President Wilson delayed this decision until 1917. After the war, in 1923, a U.S. court confirmed, that the "Lusitania" was used for ammunition supply (according to a British TV report, which took up the subject in 2007, supposing still more mysterious backgrounds).

To meet the want for weekly departures in peacetime, a third ship was needed. In 1914 Cunard received the 45,647 ton liner "Aquitania" from the John Brown Yard. Unlike the "Lusitania" and the "Mauritania", she was not subsidized by the government and was expected to operate profitably on her own at an economic speed of 23.5 knots. Many ship lovers considered the "Aquitania", which entered service in 1914, being the finest appointed and best-proportioned of all Atlantic liners. Technically and in her outlines she followed her consorts. The Grand Old Lady survived both World Wars as troop transport and appeared after the end of the hostilities again on her traditional North Atlantic route as the last four-funneler afloat until 1949. In 475 passages she had conveyed 1,2 million passengers.

In consideration of the economic requirements, Cunard had placed orders for a number of smaller, but nonetheless well-appointed ships. Only a few of them are to be referred to here. A twin pair, "Franconia" and "Laconia" of 18,000 tons, joined the fleet in 1910 resp. 1911, featuring high standards of comfort for the time. These two-funnel liners had been the first to be fitted with anti-rolling stabilizers. Designed primarily for the Liverpool - Boston route, they changed to the New York - Mediterranean route in winter. The "Franconia" was sunk near Malta in 1915, her sister near Fastnet a year later, each by submarine attacks.

After World War I
As compensation for losses in World War I, the Cunard Line was awarded the mighty German Hapag liner "Imperator", measuring 51,969 tons, built in 1913, out of the German reparation stock. Renamed "Berengaria", she completed Cunard's trio as the largest ship flying the Red Ensign.

In 1920 Southampton, used before already by competitor White Star, became the prominent port of departure for Cunard passengers. The "Carmania" and Caronia" sailed in 1922 from Hamburg, but next year both were converted to oil-burning, running Liverpool - Quebec. In 1926 these ships, already twenty years old, opened the London - New York route. To keep up with the increased postwar traffic and to provide raised amenities also for the lower classes, Cunard took at work six smaller ships of approximately 14,000 tons on the Canadian route and five others of about 20,000 tons on the Liverpool - New York route in the early 1930s: the "Scynthia", "Samaria", "Laconia" (II), "Franconia" (II) and "Carinthia". In spite of their somehow old-fashioned appearance due to their thin single funnel, they provided appropriate comfort. The "Laconia", placed in service in 1921, lengthened the list of catastrophes through enemy action, when she was torpedoed by the German U 156 on 12 September 1942 on her way from South Africa to England with 2,732 persons on board, 1,800 of which Italian prisoners of war. The German commander did all he could to their rescue calling by radio for help.

The "Queens"
In 1929 the NDL express liner "Bremen" regained the Blue Riband for Germany, and also Italy and France were striving for the title of the fastest ship. Cunard, in conformity with the government, was anxious to react and placed an order for a super liner that should be capable to regain what had ever been Britain's. The condition for the government's subsidy was the merger of the two greatest shipping companies of the country, Cunard and White Star, which was decided in 1930. The same year the keel was laid for a 80,000 ton ship at John Brown & Co. Yard of Clydebank to outshine everything afloat. The economic crisis, together with strikes in the 1930s brought the works to a standstill. So, the imposing superliner could lay off for its maiden voyage not before 27 May 1936 from Southampton to New York, where all the great steamers docked on Manhattan's West Side piers. Divergent from Cunard's habit of giving passenger ships geographical names ending on "-ia", it was baptized to the honour of Queen Mary, though initially "Queen Victoria" had been contemplated. With a tonnage of 80,774 and dimensions of 310 by 36 metres, she surpassed the largest liners of the time by about 50 percent. Her geared turbines and 4 screws were standard for the prestigious liners of that time. In August 1936 she run in 4 days, 23 hours and 2 minutes from Cherbourg to New York and covered the traditional racing route between Bishop Rock and Ambrose Lightship within 4 days, 8 hours, 27 minutes at a speed of 30.14 knots fetching back the Blue Riband from the French rival "Normandie". In August 1938 she bettered her record on to 30.99 knots.

"Queen Mary", New York (contemporary American press)

"Queen Mary" (I), 1st-class bar (Deutsches Museum Munich)

"Queen Mary" (I), grand pool (Deutsches Museum Munich)

The public space of the "Queen Mary" represented the 'glitz and glamour' of the thirties, though it was not quite as sumptuous as the interiors of the rivaling "Normandie". Vernon Gibbs commented: "The Cunarder, although still a luxury ship, was fitted out on a more strictly commercial basis to ensure a full passenger complement..." Three quarters of a century later, a wonderful lady from Greece, the poetess Eleni Fourtouni, related her impressions of a voyage to New York in 1953 aboard the "Queen Mary": Having taken a steamer from Piraeus to Brindisi, a train to Paris and another one to Cherbourg, she embarked there on the 'Queen'. Service and amenities were excellent, the cuisine however "very British", but she, then an 18-years-old girl, enjoyed the orchestra, the live music and dancing...

Together with a partner still under construction - the "Queen Elizabeth" - a twice weekly transatlantic service was planned. The outbreak of World War II had prevented it. Thus, the "Queen Mary" held the speed record until the advent of the "United States" in 1952. Both "Queens" served during the war as troopers, taking up to 15,000 men on board.

With her tonnage of 83,673, the "Queen Elizabeth" (I) had been the last and largest typical ocean liner. Improved boiler design enabled to reduce the number of boilers and to equip the "Queen Elizabeth" with two instead of three funnels, giving her a modern beautiful appearance. In March 1940, still uncompleted, she sailed secretly to New York to be equipped as a troop ship. Both "Queens" shipped 1,242,432 soldiers from Sydney, New York and Halifax to the African and European theatres of war. Camouflage painted, they did their duties as GI-shuttles under U.S. command without naval protection making usage of nothing else than their speed to outwit enemy attacks. Not every passage passed over fortunately. When on 2 October 1942 the "Queen Mary" was to be escorted by the old cruiser "Curacao" and 6 destroyers into her home port, the liner crashed at full speed into the portside of the cruiser, which was about to cross her course, and made it capsize and catch fire. From its crew of 439 men, 338 lost their lives.

The "Queen Mary" was also engaged in high-ranking missions. Three times she carried Prime Minister Winston Churchill across the Atlantic to meet U.S. President Roosevelt to discuss the next steps of their common warfare, as the preparations for the Invasion in the Normandy, at the Conference of Quebec in August 1943. To keep the mission secret, Churchill traveled under the name of Coronel Ward, accompanied by his family. For not revealing the ship's position, all messages were first transmitted by flags to a cruiser which passed them on from a distance of some hundred miles off the liner. Churchill's last travel to Halifax to meet the U.S. President in Quebec took place in September 1944. He remarked: Without the "Queens" the war would have lasted a good deal longer.

Almost a quarter of a century before, the depression of 1929 had hit the navigation hard and brought even the mighty Cunard Company into economic difficulties, which led to the merger with the competing White Star Line in 1934 and the withdrawal of many aging ships. As a replacement, a 35,738-ton liner was placed on to the Southampton - New York route in 1939: the second "Mauretania", named in remembrance of her famous predecessor. In appearance, the two-funnel liner followed the new outlines. With a speed of 23 knots she was not as fast as the Queens, but she could relieve them in a case of emergency. During World War II she transported 350,000 soldiers from Australia and the USA to Europe. Refitted to commercial duties and modernized in 1947, she was later given a light green livery. As a victim of the increasing air traffic, she was withdrawn for scrapping in 1965.

"Queen Elizabeth", Cherbourg (old card, coll. WS)

"Mauretania" (II) in the background, Piraeus 1965 (WS)

The Years after WWII
The "Queen Elizabeth" was the first liner being refurbished for peace time duties. With a delay of seven years she went on 16 October 1946 on her initial voyage from Southampton to New York. Among the 2,228 passengers there was an illustrious assembly of prominence from politics, industry, media and entertainment. Most attention however attracted the presence of the Soviet delegates of the United Nations, Mr. Vishinskiy and Mr. Molotov. The passage took 4 days, 16 hours and 18 minutes. The New Yorkers met the ship a friendly reception with a lot of vessels and circulating planes. "No attempt has been made to run the "Queen Elizabeth" 'all out' across the Atlantic. Her shortest passage, 4 days, 5 hours, 3 minutes (29.77 knots), accomplished in 1954, included a best day's steaming of 710 miles (30.87)", reported Vernon Gibbs. In the 50s she was equipped with Denny-Brown stabilizing fins.

On 31 July 1947 the "Queen Mary" had her first post-war departure from Southampton to New York. When the Cunard White Star Line resumed the transatlantic service after the war, the company disposed upon the two "Queens", the aging "Aquitania", the second "Mauretania" and the less important former White Star liner "Georgic". To keep up with the requirements of the postwar era, two smaller ships, the 13,350-ton "Media" and "Partia", and in 1948 the imposing 34,184-ton liner "Caronia", first of Cunards modern ships, were put on to the Southampton - New York and the Canada route, yet being used mainly for Caribbean and Bahamas cruises. Her dominant funnel stood in a certain contrast to her light green hull and the stumpy single mast on her bridge house, which pointed out a new general line of styling. While the "Caronia" was built for a speed of 22 knots, the next steamers, all delivered by John Brown & Co., were laid out for 19 knots: "Saxonia" (1954/21,637 ts, in 1962/63 rebuilt and renamed "Carmania"), "Ivernia" (1955/21,717 ts, in 1963 renamed "Franconia"), "Carinthia" (1956/21,947 ts) and "Sylvania" (1957/21,989 ts). They were employed on some Atlantic crossings, but mainly and from 1967 exclusively for cruises. For their further career see chapter Cruises/ Cunard Line.

"Queen Elizabeth", New York (old card, coll. WS)

"Caronia" of 1948 (old card, coll. WS)

The "Queen Mary" had tended to a notorious rolling at stormy weather, sometimes leading to injuries and broken china. When in the early 50s the first Chancellor of the German Federal Republic, Konrad Adenauer, went to America on his state visit, the sea was very rough and the aged statesman was among the few passengers who appeared in the restaurant for dinner. The "Queen Mary" was equipped with stabilizers not before 1958, later than the "Queen Elizabeth". After 1,001 transatlantic passages, the aging "Queen Mary" approached the end of her days. A replacement with a single-funnel 75,000-ton liner, dubbed Q3, had been planned in 1961, but the project was abandoned. On 31 October 1967 the "Queen Mary" left Southampton for ever. Her was given a last resting place at Long Beach, California, as a hotel afloat, repeatedly menaced by financial troubles.

"Queen Elizabeth 2"
In the meantime the Cunard Line had placed the order of her follower with the John Brown Yards. The new liner, Cunard's 172th ship, was expected to operate ex-seasonal for cruises. Baptized "Queen Elizabeth 2" by the ruling Queen bearing the same name, the 65,863-ton liner with a length of 294 metres commenced service on May 2nd 1969 as the company's new flagship on the traditional route. Her predecessor, the first "Queen Elizabeth", was acquired by C.Y. Tung of Hong Kong for preservation as a cultural heritage, but in 1972 fire destroyed the proud ship, destined to serve as "Seawise University". The Court of Inquiry concluded that the cause of the fire was arson by person or persons unknown.

"Queen Elizabeth 2" with white funnel (Cunard ad of 1979)

"Queen Elizabeth 2", 'Mauretania' Restaurant (Cunard folder 1992)

The "Queen Elizabeth 2" is a masterwork mainly by naval architect John Stark, the modern interiors initially being styled by Michael Inchbald. Her start was however not crowned with success. Engine defects had delayed her regular operation. Only a general overhaul, executed at the Lloyd Werft of Bremerhaven in 1986/87, has eliminated the multiple troubles, whereby her geared steam turbines have been replaced by diesel-electric drive on her two propellers, which helped to raise her maximum speed from 28.5 to 32 knots. In combination with an upgraded interior, the QE2 has become one of the most popular ships of the wealthy traveling clientele. Atlantic passages were also offered in combination with Concorde flights. At Southampton and Le Havre the QE2 connected with special trains. Although smaller than her famous predecessor, every passenger disposed upon a good deal more space. Her stumpy single mast carried navigational equipment and served as galley outlet, too. Further progressive fittings consisted in bow thrusters, two sets of stabilizers and facilities for 80 cars. After serving as a troop ship in the Falkland Conflict of 1982, she returned to the North Atlantic and was also used for cruises, some of them going round the World. On that occasion the funnel, shocking the enthusiasts by being white, got the traditional red Cunard paint scheme, initially with a grey, then black hull. A refurbishment at Blohm & Voss raised her tonnage to 70,327. As one of the most prominent Ladies at sea, the QE2 has gathered about 6 million km on her account. In view of her elegant proportions, she has been for many the finest ship ever riding the waves.


"Queen Elizabeth 2", Piraeus 2006 (WS)

"Queen Mary 2"
The "Queen Elizabeth 2" has by far not been the last word of the Cunard Line, which had come under the control of the Norwegian Kvaerner Concern and was taken over in 1998 by the Carnival Corporation. Having reached an age of 30 years, it had come the time to think about a follower. Commissioned at more than double her size, Cunard took delivery of their new flagship in December 2003. Designed by Stephen Payne, constructed at Alstom Chantiers de l' Atlantique in Saint-Nazaire, it has been the greatest passenger ship ever built so far. The baptismal ceremony was performed by Queen Elizabeth II on the name of "Queen Mary 2". On 12 January 2004 she was sent on her maiden voyage from Southampton to Fort Lauderdale, Florida. Her completion was however overshadowed by a sad event. 15 workers of the yard and some of their family members lost their lives when a gangway collapsed. The ship featured an unequalled collection of superlatives and highlights, of which some of the most outstanding are to be mentioned. At a capacity 148,528 tons, a length of 345, a beam of 41 and a height of 72 metres from keel to funnel top, the ship has got 1,310 roomy cabins, 1017 of which outside, 955 fitted with a balcony, providing a maximum of comfort for a standard capacity of 2,620 passengers. A crew of around 1,260 takes care of navigation, safety and service. In spite of her role as a great holiday resort afloat, the QM2 kept on her status of an honorable ship. Various restaurants, theater, cinema, library, children' s play rooms, an art gallery, swimming pools, sports and fitness facilities, a hospital, the first planetarium afloat and a lot of other equipments may give some imagination, what shipbuilding of our days is being able to realize. That prestigious interior design is by Andrew Collier. Most important however is the pure prestige of the QM2.
v The driving system assembly and the safety installations are of contemporary standard. Instead of the weight-adding propeller shafts, four Waertislae Commonrail diesel engines of Finnish production and two GEC gas turbines deliver the electric energy for four so-called "Mermaid" pods, two of them rotating by almost 360 degrees, built by Rolls Royce and Alstom, producing a combined output of 126,870 kw (160,000 hp) to enable the ship to an operation speed of 26.5 knots and a maximum of 30 knots. The flexible pods have replaced the conventional rudder blades easing the mobility. That technology, initially developed by ABB and Kvaerner Masa Yards, had been introduced for the first time with the "Elation" and "Paradise" of Carnival. Of course the ship is equipped with up-to-date stabilizers. While the old "Queen Mary" had tended to rolling at stormy weather, the passengers of the QM2 can watch the rage of the sea calmly from the cabin balcony high above, feeling at most a soft swaying.

Provided are 20 Atlantic crossings a year with arrival at New York's new Brooklyn Cruise Terminal. Traditional port of departure for a 6-night passage to New York is Southampton, but Le Havre and then also Hamburg were added. On the occasion of the QM2's first arrival at Hamburg's cruise terminal, ten thousands of spectators welcomed her. The rest of the time is planned for cruises. Critics may ask whether the sum of almost one billion dollars has been spent possibly on an immense anachronism in an epoch when jet liners cover the distance between the Old and the New World in eight hours. The answer may be taken from the fact, that the QM2 is always being well-booked in advance. Possibly, however, there seems to be yet another motive than to delight in the multiple amenities on board of a modern ship. An elder gentleman, who was asked why he prefers to travel by ship to the much shorter flight, he responded: "Well, I can swim but I cannot fly".

In midsummer of 2007 the ship lovers were shocked by the news that the end of the "Queen Elizabeth 2" has come. Cunard Line has sold her to "Dubai World" at 100 million dollars. On 11 November 2008, after 40 years full of activity, the proud ship went on her last voyage via Lisbon, Rome and Alexandria to her final destination. For the uncertainty to follow see the chapter Cruises/ Cunard Line.

In late 2007 the "Queen Victoria" was introduced and in the same year the new "Queen Elizabeth 3" was commissioned. Based on Holland America Line's Vista class design, they are conceived for worldwide cruises - see the relevant chapter. The "Queen Mary 2", the only ship specially designed for regular North Atlantic crossings in all weathers, remains the true Queen of the oceans, possibly for the next four decades.


"Queen Mary 2", Piraeus 2004 (WS)