Cunard Line
Parent Carnival Corporation & plc | | |
Website | www | |
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Footnotes / references House Flag |
Cunard Line (/ˈkjuːnɑːrd/) is a British shipping and cruise line based at Carnival House at Southampton, England, operated by Carnival UK and owned by Carnival Corporation & plc.[1] Since 2011, Cunard and its three ships have been registered in Hamilton, Bermuda.[2][3]
In 1839,
In 1902, White Star joined the American-owned
In 1919, Cunard relocated its British homeport from Liverpool to Southampton,[6] better to cater for travellers from London.[6] In the late 1920s, Cunard faced new competition when the Germans, Italians and French built large prestige liners. Cunard was forced to suspend construction on its own new superliner because of the Great Depression. In 1934, the British Government offered Cunard loans to finish Queen Mary and to build a second ship, Queen Elizabeth, on the condition that Cunard merged with the then-ailing White Star Line to form Cunard-White Star Line. Cunard owned two-thirds of the new company. Cunard purchased White Star's share in 1947; the name reverted to the Cunard Line in 1950.[5]
Upon the end of the Second World War, Cunard regained its position as the largest Atlantic passenger line. By the mid-1950s, it operated 12 ships to the United States and Canada. After 1958, transatlantic passenger ships became increasingly unprofitable because of the introduction of jet airliners. Cunard undertook a brief foray into air travel via the "Cunard Eagle" and "BOAC Cunard" airlines, but withdrew from the airline market in 1966. Cunard withdrew from its year-round service in 1968 to concentrate on cruising and summer transatlantic voyages for holiday makers. The Queens were replaced by Queen Elizabeth 2 (QE2), which was designed for the dual role.[7]
In 1998, Cunard was acquired by the
In 2017, Cunard announced a fourth ship would join its fleet.[9] This was initially scheduled for 2022 but delayed until 2024 due to the COVID-19 pandemic. The ship has since been named Queen Anne.[10]
History
Early years: 1840–1850
The British Government started operating monthly mail
That November, Parry released a tender for North Atlantic monthly mail service to Halifax beginning in April 1839 using steamships with 300 horsepower.[16] The Great Western Steamship Company, which had opened its pioneer Bristol–New York service earlier that year, bid £45,000 for a monthly Bristol–Halifax–New York service using three ships of 450 horsepower. While British American, the other pioneer transatlantic steamship company, did not submit a tender,[17] the St George Steam Packet Company, owner of Sirius, bid £45,000 for a monthly Cork–Halifax service[18] and £65,000 for a monthly Cork–Halifax–New York service. The Admiralty rejected both tenders because neither bid offered to begin services early enough.[19]
Cunard, who was back in Halifax, unfortunately did not know of the tender until after the deadline.[17] He returned to London and started negotiations with Admiral Parry, who was Cunard's good friend from when Parry was a young officer stationed in Halifax 20 years earlier. Cunard offered Parry a fortnightly service beginning in May 1840. While Cunard did not then own a steamship, he had been an investor in an earlier steamship venture, Royal William, and owned coal mines in Nova Scotia.[13] Cunard's major backer was Robert Napier whose Robert Napier and Sons was the Royal Navy's supplier of steam engines.[17] He also had the strong backing of Nova Scotian political leaders at the time when London needed to rebuild support in British North America after the rebellion.[16]
Over Great Western's protests,
In May 1840 the coastal
From the beginning Cunard's ships used the line's distinctive red funnel with two or three narrow black bands and black top. It appears that Robert Napier was responsible for this feature. His
Cunard's reputation for safety was one of the significant factors in the firm's early success.[7] Both of the first transatlantic lines failed after major accidents: the British and American line collapsed after the President foundered in a gale, and the Great Western Steamship Company failed after Great Britain stranded because of a navigation error.[5] Cunard's orders to his masters were, "Your ship is loaded, take her; speed is nothing, follow your own road, deliver her safe, bring her back safe – safety is all that is required."[7] In particular, Charles MacIver's constant inspections were responsible for the firm's safety discipline.[17]
New Competition: 1850–1879
In 1850 the American Collins Line and the British Inman Line started new Atlantic steamship services. The American Government supplied Collins with a large annual subsidy to operate four wooden paddlers that were superior to Cunard's best,[21] as they demonstrated with three Blue Riband-winning voyages between 1850 and 1854.[23] Meanwhile, Inman showed that iron-hulled, screw propelled steamers of modest speed could be profitable without subsidy. Inman also became the first steamship line to carry steerage passengers. Both of the newcomers suffered major disasters in 1854.[5][23] The next year, Cunard put pressure on Collins by commissioning its first iron-hulled paddler, Persia. That pressure may well have been a factor in a second major disaster suffered by the Collins Line, the loss of its steamer Pacific. Pacific sailed out of Liverpool just a few days before Persia was due to depart on her maiden voyage, and was never seen again; it was widely assumed at the time that the captain had pushed his ship to the limit to stay ahead of the new Cunarder, and had likely collided with an iceberg during what was a particularly severe winter in the North Atlantic.[23] A few months later Persia inflicted a further blow to the Collins Line, regaining the Blue Riband with a Liverpool–New York voyage of 9 days 16 hours, averaging 13.11 knots (24.28 km/h).[26]
During the Crimean War Cunard supplied 11 ships for war service. Every British North Atlantic route was suspended until 1856 except Cunard's Liverpool–Halifax–Boston service. While Collins' fortunes improved because of the lack of competition during the war, it collapsed in 1858 after its subsidy for carrying mail across the Atlantic was reduced by the US Congress.[23] Cunard emerged as the leading carrier of saloon passengers and in 1862 commissioned Scotia, the last paddle steamer to win the Blue Riband. Inman carried more passengers because of its success in the immigrant trade. To compete, in May 1863 Cunard started a secondary Liverpool–New York service with iron-hulled screw steamers that catered for steerage passengers. Beginning with China, the line also replaced the last three wooden paddlers on the New York mail service with iron screw steamers that only carried saloon passengers.[5]
When Cunard died in 1865, the equally conservative
In 1867 responsibility for mail contracts was transferred back to the Post Office and opened for bid. Cunard, Inman and the German Norddeutscher Lloyd were each awarded one of the three weekly New York mail services. The fortnightly route to Halifax formerly held by Cunard went to Inman. Cunard continued to receive an £80,000 subsidy (equivalent to £7,536,133 in 2021),[15] while NDL and Inman were paid sea postage. Two years later the service was rebid and Cunard was awarded a seven-year contract for two weekly New York mail services at £70,000 per annum. Inman was awarded a seven-year contract for the third weekly New York service at £35,000 per year.[19]
The
Cunard Steamship Company Ltd: 1879–1934
To raise additional capital, in 1879 the privately held British and North American Royal Mail Steam Packet Company was reorganised as a public stock corporation, the Cunard Steamship Company, Ltd.[5] Under Cunard's new chairman, John Burns (1839–1900), son of one of the firm's original founders,[17] Cunard commissioned four steel-hulled express liners beginning with Servia of 1881, the first passenger liner with electric lighting throughout. In 1884, Cunard purchased the almost new Blue Riband winner Oregon from the Guion Line when that firm defaulted on payments to the shipyard. That year, Cunard also commissioned the record-breakers Umbria and Etruria capable of 19.5 knots (36.1 km/h). Starting in 1887, Cunard's newly won leadership on the North Atlantic was threatened when Inman and then White Star responded with twin screw record-breakers. In 1893 Cunard countered with two even faster Blue Riband winners, Campania and Lucania, capable of 21.8 knots (40.4 km/h).[21]
No sooner had Cunard re-established its supremacy than new rivals emerged. Beginning in the late 1860s several German firms commissioned liners that were almost as fast as the British mail steamers from Liverpool.
British prestige was at stake. The British Government provided Cunard with an annual subsidy of £150,000 plus a low interest loan of £2.5 million (equivalent to £286 million in 2021),
Not to be outdone, both White Star and Hamburg–America each ordered a trio of superliners. The White Star Olympic-class liners at 21.5 knots (39.8 km/h) and the Hapag Imperator-class liners at 22.5 knots (41.7 km/h) were larger and more luxurious than the Cunarders, but not as fast. Cunard also ordered a new ship, Aquitania, capable of 24.0 knots (44.4 km/h), to complete the Liverpool mail fleet. Events prevented the expected competition between the three sets of superliners. White Star's Titanic sank on its maiden voyage, both White Star's Britannic and Cunard's Lusitania were war losses, and the three Hapag super-liners were handed over to the Allied powers as war reparations.[7]
In 1916 Cunard Line completed its European headquarters in Liverpool, moving in on 12 June of that year.[29] The grand neo-Classical Cunard Building was the third of Liverpool's Three Graces. The headquarters were used by Cunard until the 1960s.[30] In 1917, Cunard's facilities were co-opted by the War Office to build aircraft for the expanding Royal Flying Corps, later the RAF.[31]
Due to First World War losses, Cunard began a post-war rebuilding programme including eleven intermediate liners. It acquired the former Hapag Imperator (renamed Berengaria) to replace the lost Lusitania as the running mate for Mauretania and Aquitania, and Southampton replaced Liverpool as the British destination for the three-ship express service. By 1926 Cunard's fleet was larger than before the war, and White Star was in decline, having been sold by IMM.[5]
Despite the dramatic reduction in North Atlantic passengers caused by the shipping depression beginning in 1929, the Germans, Italians and the French commissioned new "ships of state" prestige liners.[5] The German Bremen took the Blue Riband at 27.8 knots (51.5 km/h) in 1933, the Italian Rex recorded 28.9 knots (53.5 km/h) on a westbound voyage the same year, and the French Normandie crossed the Atlantic in just under four days at 30.58 knots (56.63 km/h) in 1937.[26] In 1930 Cunard ordered an 80,000-ton liner that was to be the first of two record-breakers fast enough to fit into a two-ship weekly Southampton–New York service. Work on "Hull Number 534" was halted in 1931 because of the economic conditions.[7]
Cunard-White Star Ltd: 1934–1949
In 1934, both the Cunard Line and the White Star Line were experiencing financial difficulties. David Kirkwood, MP for Clydebank where the unfinished Hull Number 534 had been sitting idle for two and a half years, made a passionate plea in the House of Commons for funding to finish the ship and restart the dormant British economy.[32] The government offered Cunard a loan of £3 million to complete Hull Number 534 and an additional £5 million to build a second ship, if Cunard merged with White Star.[7]
The merger took place on 10 May 1934, creating
During the
In 1947 Cunard purchased White Star's interest, and by 1949 the company had dropped the White Star name and was renamed "Cunard Line".[33] Also in 1947 the company commissioned five freighters and two cargo liners. Caronia, was completed in 1949 as a permanent cruise liner and Aquitania was retired the next year.[5]
Disruption by airliners, Cunard Eagle and BOAC-Cunard: (1950–1968)
Cunard was in an especially good position to take advantage of the increase in North Atlantic travel during the 1950s and the Queens were a major generator of US currency for Great Britain. Cunard's slogan, "Getting there is half the fun", was specifically aimed at the tourist trade. Beginning in 1954, Cunard took delivery of four new 22,000-GRT intermediate liners for the Canadian route and the Liverpool–New York route. The last White Star motor ship, Britannic of 1930, remained in service until 1960.[7]
The introduction of jet airliners in 1958 heralded major change for the ocean liner industry. In 1960 a government-appointed committee recommended the construction of project Q3, a conventional 75,000 GRT liner to replace Queen Mary. Under the plan, the government would lend Cunard the majority of the liner's cost.[34] However, some Cunard stockholders questioned the plan at the June 1961 board meeting because transatlantic flights were gaining in popularity.[35] By 1963 the plan had been changed to a dual-purpose 55,000 GRT ship designed to cruise in the off-season.[36] The new vessel design was known as Q4.[37] Ultimately, this ship came into service in 1969 as the 70,300 GRT Queen Elizabeth 2.[7]
Cunard attempted to address the challenge presented by jet airliners by diversifying its business into air travel. In March 1960, Cunard bought a 60%
BOAC countered Eagle's move to establish itself as a full-fledged scheduled transatlantic competitor on its Heathrow–JFK flagship route by forming BOAC-Cunard as a new £30 million joint venture with Cunard. BOAC contributed 70% of the new company's capital and eight Boeing 707s. Cunard Eagle's long-haul scheduled operation[57] – including the two new 707s – was absorbed into BOAC-Cunard before delivery of the second 707, in June 1962.[nb 1][53][58][59][60] BOAC-Cunard leased any spare aircraft capacity to BOAC to augment the BOAC mainline fleet at peak times. As part of this deal, BOAC-Cunard also bought flying hours from BOAC for using the latter's aircraft in the event of capacity shortfalls. This maximised combined fleet use. The joint fleet use agreement did not cover Cunard Eagle's European scheduled, trooping and charter operations.[58] However, the joint venture was not successful for Cunard and lasted only until 1966, when BOAC bought out Cunard's share.[61] Cunard also sold a majority holding in the remainder of Cunard Eagle back to its founder in 1963.
Within ten years of the introduction of jet airliners in 1958, most of the conventional Atlantic liners were gone. Mauretania was retired in 1965,[62] Queen Mary and Caronia in 1967, and Queen Elizabeth in 1968. Two of the new intermediate liners were sold by 1970 and the other two were converted to cruise ships.[7] All Cunard ships flew both the Cunard and White Star Line house flags until 4 November 1968, when the last White Star ship, Nomadic was withdrawn from service. After this, the White Star flag was no longer flown and all remnants of both White Star Line and Cunard-White Star Line were retired.[63][64]
Trafalgar House years: 1971–1998
In 1971, when the line was purchased by the conglomerate
Cunard acquired the
By the mid-1990s Cunard was ailing. The company was embarrassed in late 1994 when Queen Elizabeth 2 experienced numerous defects during the first voyage of the season because of unfinished renovation work. Claims from passengers cost the company US$13 million. After Cunard reported a US$25 million loss in 1995, Trafalgar assigned a new CEO to the line, who concluded that the company had management issues. In 1995, Cunard Line introduced White Star Service to Queen Elizabeth 2 as a reference to the high standards of customer service expected of the company. The term is still today onboard its newer vessels. The company has also created the White Star Academy, an in-house programme for preparing new crew members for the service standards expected on Cunard ships.[73]
In 1996 the Norwegian conglomerate Kværner acquired Trafalgar House, and attempted to sell Cunard. When there were no takers, Kværner made substantial investments to turn around the company's tarnished reputation.[74]
Carnival: from 1998–Present
In 1998, the cruise line conglomerate
By 2001, Carnival was the largest cruise company, followed by
In 2004, the 36-year-old QE2 was replaced on the North Atlantic by the cruise ship RMS
In 2010, Cunard appointed its first female commander, Captain Inger Klein Olsen.[86] In 2011, Cunard changed the vessel registry of all three of its ships in service to Hamilton, Bermuda,[3] the first time in the 171-year history of the company that it had no ships registered in the United Kingdom.[87] The captains of ships registered in Bermuda can marry couples at sea, whereas those of UK-registered ships cannot, and weddings at sea are a lucrative market.[3]
On 25 May 2015, the three Cunard ships – Queen Mary 2, Queen Elizabeth and Queen Victoria – sailed up the Mersey into Liverpool to commemorate the 175th anniversary of Cunard. The ships performed manoeuvres, including 180-degree turns, as the Red Arrows performed a fly-past.[88] Just over a year later Queen Elizabeth returned to Liverpool under Captain Olsen to take part in the celebrations of the centenary of the Cunard Building on 2 June 2016.[86] At the outbreak of the COVID-19 pandemic in March 2020, Cunard cut short three world-cruises, with the passengers being flown home.[89]
The White Star Line flag is raised on all current Cunard ships and the Nomadic every 15 April in memory of the Titanic disaster.[90]
Fleet
Current fleet
Ship | Built | In service | Type | Gross tonnage | Flag | Notes | Image | ||
---|---|---|---|---|---|---|---|---|---|
Queen Mary 2 | 2003 | 2004–present | Ocean liner | 149,215 GT | Bermuda | In service | |||
Queen Victoria | 2007 | 2007–present | Cruise ship | 90,049 GT | Bermuda | In service | |||
Queen Elizabeth | 2010 | 2010–present | Cruise ship | 90,901 GT | Bermuda | In service |
Future fleet
Ship | Built | In service | Type | Gross tonnage | Notes | Image |
---|---|---|---|---|---|---|
Queen Anne[91] | Early 2024 | May 2024 | Cruise ship | 113,300 GT | Construction at Fincantieri S.p.A., Italy;[92] started on 11 October 2019.[93] |
Former fleet
The Cunard line has operated numerous ships during its long history.
Cunard Hotels
After Trafalgar House bought the company in 1971, Cunard operated the former company's existing hotels as Cunard-Trafalgar Hotels. In the 1980s, the chain was restyled as Cunard Hotels & Resorts, before folding in 1995.
Hotel | Location | Managed by Cunard | Notes |
---|---|---|---|
London International Hotel | London, England | 1971–1977[94] | Today London Marriott Hotel Kensington |
Hotel Bristol, later Cunard Hotel Bristol | London, England | 1971–1984 | Today Holiday Inn London Mayfair (closed) |
Cunard Paradise Beach Hotel & Club | Bridgetown, Barbados | 1971[95]–1992[96] | Closed since 1992 |
Cobblers Cove Hotel | Speightstown, Barbados | 1971[95]–1975 | |
Montego Beach Hotel | Montego Bay, Jamaica | 1972[97]–1975[98] | |
Cunard Hotel La Toc & La Toc Suites | St. Lucia |
1972[99]–1992[100] | Today Sandals Regency La Toc |
Cunard International Hotel | London, England | 1973[101]–1984[102] | Today Novotel London West Hotel |
Cambridgeshire Hotel | Cambridge, England | 1974–1985 | Today Cambridge Bar Hill Hotel |
The Ritz Hotel, London | London, England | 1976[103]–1995[104] | Now owned by the Ellerman Group |
The Stafford | London, England | 1985–1995[105] | |
The Watergate Hotel | Washington, D.C. | 1986–1990 | |
Dukes Hotel | London, England | 1988[105]–1994[106] | |
Hotel Atop the Bellevue | Philadelphia, Pennsylvania | 1989–1993 | Today The Bellevue Hotel |
Cunard's Plaza Club | New York City | 1989–1989 | concierge floors of the Plaza Hotel |
See also
References
Notes
- ^ BOAC-Cunard eventually operated a fleet comprising 11 707-436/465s, two 707-336Cs and four Super VC10s
Citations
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- ^ a b c Jonathan Bell (21 October 2011). "Luxury cruise ship line Cunard switches to Bermuda registry | Bermuda News". Royalgazette.com. Archived from the original on 9 May 2012. Retrieved 7 November 2012.
- ^ "Cunard". Atlantis Travel. Retrieved 24 May 2023.
- ^ a b c d e f g h i j k l m n o p q r s t u Gibbs, Charles Robert Vernon (1957). Passenger Liners of the Western Ocean: A Record of Atlantic Steam and Motor Passenger Vessels from 1838 to the Present Day. John De Graff. pp. 52–92.
- ^ a b The Nautical Gazette. 1919. p. 210.
- ^ a b c d e f g h i j k l Maxtone-Graham, John (1972). The Only Way To Cross. Collier.
- ^ "2012 World Wide Market Share". Cruise Market Watch. 20 November 2011.
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- ^ "Cunard Reveals Name of New Ship, Queen Anne". www.travelmarketreport.com. Retrieved 29 July 2022.
- ^ Parry, Ann (1963). Parry of the Arctic. London.
- ^ Grant, Kay (1967). Samuel Cunard. London.
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- ^ Corlett, Ewan (1975). The Iron Ship: the Story of Brunel's ss Great Britain. Conway.
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- ^ Ships of the Cunard Line; Dorman, Frank E.; Adlard Coles Limited; 1955
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- ^ Fly me, I'm Freddie!, p. 99
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- ^ Airways – B.O.A.C.'s Rolls-Royce Boeing 707s (Cunard Eagle Airways and BOAC-Cunard), Vol. 17, No. 2, Iss. 170, p. 38, HPC Publishing, St Leonards-on-Sea, April 2010
- ^ Aircraft (Gone but not forgotten... British Eagle), p. 35
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- ^ a b "Cunard Eagle bounces back", Flight International, p. 501, 5 April 1962
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- ^ a b "Towards a British Aeroflot", Flight International, 12 March 1970
- ^ Fly me, I'm Freddie!, pp. 99, 148
- ^ Airways – B.O.A.C.'s Rolls-Royce Boeing 707s (Cunard Eagle Airways and BOAC-Cunard), Vol. 17, No. 2, Iss. 170, p. 39, HPC Publishing, St Leonards-on-Sea, April 2010
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- ^ a b Aeroplane – B.O.A.C. buys Cunard off the North Atlantic, Vol. 103, No. 2643, p. 4, Temple Press, London, 14 June 1962
- ^ Aeroplane – World Transport Affairs: C.E.A. hands over mid-Atlantic service, Vol. 104, No. 2659, p. 12, Temple Press, London, 4 October 1962
- ^ Airliner Classics (BOAC throughout the 1950s and 1960s – Boeing 707s and Vickers VC-10s), Key Publishing, Stamford, UK, July 2012, p. 97
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- ^ "Mauretania – ship [1906–1935]". Encyclopædia Britannica.
- ^ Anderson 1964, p. 183
- ^ de Kerbrech 2009, p. 229
- ^ Monopolies and Mergers Commission (1984). "Appendix 3: Trafalgar House plc: composition of fleet in 1971 and 1983". Trafalgar House plc & Peninsular and Oriental Steam Navigation Company: A report on the proposed merger (PDF). pp. 77–79. Archived from the original (PDF) on 25 October 2007. Retrieved 17 February 2010.
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- ISBN 978-1-57785-348-0.
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Bibliography
- Anderson, Roy Claude (1964). White Star. Prescot: T. Stephenson & Sons Ltd. OCLC 3134809.
- Bombail, Marc-Antoine; Gallagher, Michael (2017). Cunard: The Fleet Book. Ramsey, Isle of Man: Ferry Publications. ISBN 9781911268062.
- de Kerbrech, Richard P. (2009). Ships of the White Star Line. Hersham: Ian Allan Publishing. OCLC 298597975.
- Fowler Jr., William M. Steam Titans: Cunard, Collins, and the Epic Battle for Commerce on the North Atlantic (London: Bloomsbury), 2017. 358 pp
- Hyde, Francis E. Cunard and the North Atlantic (London: Macmillan), 1975. ISBN 978-1-349-02392-9.
External links
- Official website
- Cunard History Website on Chriscunard.com
- Official 'Queen Mary 2' Fan Page
- Cunard Line Ephemera 1880-2004 GG Archives
- The Last Ocean Liners – Cunard Line – trade routes and ships of the Cunard Line since the 1950s
- Curator Intro Cunard Sesquicentennial Exhibition – 150 Transatlantic Years – The Ocean Liner Museum, New York
- Documents and clippings about the Cunard Line in the 20th Century Press Archives of the ZBW
- TheShips List