The QUEEN ELIZABETH approaching the north side of Pier 90 at New York. research. The QUEEN ELIZABETH at the fitting-out berth at John Brown's shipyard. The Australians also needed what was left of their depleted army for their country's own defence in case of Japanese invasion. [citation needed]. WebNew York State, Passenger and Crew Lists, 1917-1967 to 1962 for NYC (fee-based - at Ancestry) Includes passenger and crew arrival lists (and some departure lists) for vessels that were filed at various ports (such as Binghamton, Buffalo, NYC, Niagara Falls, Oswego, Rochester, Syracuse, and other ports) in the state of New York. This was not a record breaking passage, and not surpassing the time of her running mate, the Queen Mary, but on this occasion no special effort was made to accomplish that feat. The Government then proposed to lend the new company 9.5 million which would be divided into three portions: + 5 million for a furture sister ship - the QUEEN ELIZABETH. A fortnight later, on 21st March 1940, the QUEEN MARY slipped quietly away: her work as a troop transport was about to begin. [29] The vessel was finally declared a shipping hazard and dismantled for scrap between December 1974[30] and 1975. On her maiden voyage the BREMEN crossed from Cherbourg to the Ambrose Channel Light Vessel off New York at an average speed of 27.91 knots, smashing completely the MAURETANIA's proud record of twenty years standing. Following the First World War, Germany was building up her passenger fleet from 'scratch' in an era of new developments. Early in the afternoon of 9th November a large, two-funnelled steamer was sighted, some six to seven miles away. The superheated steam needed to be cooled to normal working temperature before slowing the ship could even be considered. Following her arrival at New York on 28th October 1968, the QUEEN ELIZABETH was feted and honoured with both private and official functions being held on board. In November 1948 a series of strikes dragged on for sixteen days, and on 2nd December the QUEEN ELIZABETH had sailed on the same tide as the QUEEN MARY and the AQUITANIA, a unique event in the history of all three vessels. The following day, 8th October, four hundred guests of the Cunard Company boarded the QUEEN ELIZABETH for the return passage to Southampton. From the mid 1940s until the mid 1950s both the 'Queens' were given a short summer overhaul at Southampton. at Southampton which was specially constructed for the 'Queens'. [18] Initially she carried Australian troops to theatres of operation in Asia and Africa. You are unlikely to find records by searching for the names of ships or seamen, as the records have not been indexed in that way. This anticipated event never occurred and was considered very unlikely to occur, so the well space was plated in and used for additional accommodation. The remainder, lying on the harbour bed, was blown up as the wreck was a hazard to navigation. It was just over thirty years since she had launched the ship at Clydebank. Work on the QUEEN ELIZABETH proceeded rapidly and by February 1937 Colvilles were supplying steel to Clydebank for this ship at the rate of 500 tons a week. By six o'clock the next morning, thirteen tugs had arrived from Southampton, Portsmouth Dockyard and Poole. Recently introduced legislation by the International Maritime Commission also influenced the board's decision. During the first weekend of the war her newly erected forward funnel, resplendent in Cunard red and black, was hastily overpainted in grey. In the entrance channel to the harbour at Port Everglades a second boiler blew and the SEAWISE UNIVERSITY now had just four boilers functioning out of a possible twelve. The QUEEN ELIZABETH was embedded in mud to a point just below the bridge. King George VI had remained in London at the request of the Prime Minister. The ship was then secured so that no one could board her without prior permission, including port officials. Shuttle' the two Queens were never in the same port at the same time, and the schedules avoided either ship lying at anchor at Gourock during the period of full moon. Security was paramount at all times, but one particular breach was recalled by Dr Maguire, the surgeon on the QUEEN ELIZABETH. One detonation was heard. She also has the distinction of being the largest-ever riveted ship by gross tonnage. WebLists can also include passengers who were family members of seamen. This also suffered from low bookings and became known as the. Cunard White Star Tourist Class, January 1949. It was named after Dr Gauss, a nineteenth century expert on magnetism, whose theories had enabled the Germans to produce their new lethal magnetic mines. The passenger carrying business was now losing money: 1.9 million in 1962, 1.6 million in 1963 and 3 million in 1965. The business was unsuccessful, and closed in August 1970. It was out of the question for the. The Cunard Board had decided, therefore, in view of the changing pattern of the passenger business, much of which could be attributed to political anxiety, that it would be foolish at this juncture to embark on a new capital ship. She underwent refit work in drydock adding accommodation and armaments, and three hundred naval ratings quickly painted the hull. Under the command of Commodore Sir James Bisset, the ship travelled to the Isle of Arran and her trials were carried out. With the forward well deck omitted, a more refined hull shape was achieved, and a sharper, raked bow was added for a third bow-anchor point. You can, however, search for crew lists and agreements using the names of the seamen from 1881, 1891 and 1915 by ships number for all other years (see section 8.4 for more information). The weather was moderate and only slight natural rolling occurred so the liner was force-rolled and the stabilisers immediately became effective. In July the ship was sold for $8.64 million to a company called Queen Inc. Undoubtedly the incomplete QUEEN ELIZABETH was the greatest dilemma facing John Brown's on the outbreak of war. Gregg William. Tung personally visited his ship. The 'Queens' experienced many difficulties when navigating the Solent due to yacht manoeuvres. Captain Townley discovered that he was to take the ship directly to New York in the then neutral United States without stopping, or even slowing to drop off the Southampton harbour pilot who had embarked on at Clydebank, and to maintain strict radio silence. For instance, the QUEEN ELIZABETH was out of service from 21st July to 30th July 1952 and this included six days in the King George V dry dock. Sir Percy Bates had wisely waited for anticipated developments in boiler design to occur. For records from 1915 you can also search from our dedicated1915 crew lists pagefor online transcriptions of the records from that year search results will include records held at the National Maritime Museum so check the held by information on the page to find out where you can view the original document. to embark 5,000 troops on a northbound convoy to Suez. Tonnage: 83,673. 1951onwards The first, on 28th January in cabin main-deck 93, was extinguished by Southampton Fire Brigade and the second fire, just twenty-four hours later, was discovered in a C-deck cabin. The Cunard Line carried 177,547 passengers across the North Atlantic in 1961, 30,000 below the previous year's total. The route between America and Europe had characteristics very different from others, said Colonel Bates. In early 1955 the QUEEN ELIZABETH was taken out of service for an extended overhaul from 20th January until the end of March. By coincidence she had grounded in almost the same geographical spot as the AQUITANIA, ten years previously almost to the day. The SEAWISE UNIVERSITY (ex QUEEN ELIZABETH). Townley had previously commanded Aquitania on one voyage, and several of Cunard's smaller vessels before that. I have recently uploaded three videos on to 'YouTube' about, Cunard Line QUEEN ELIZABETH of 1938, Part 1 [30 minutes], Cunard Line QUEEN ELIZABETH of 1938, Part 2 [30 minutes], Arrivals & DeparturesQueen Elizabeth Southampton 1950 [20 minutes], To view these, log on to 'You Tube', and enter into the search box. Other than for Southampton's Albion Band, the quayside was almost bereft of well-wishers. The QUEEN ELIZABETH at anchor off Nassau, Bahamas. Apparently the torpedo had exploded well away from the ship. Her carrying capacity was over 15,000 troops and over 900 crew. [15] While being constructed in the mid-1930s by John Brown and Company at Clydebank, Scotland, the build was A major problem to be settled concerned the insurance of the liner while she was being built, together with the future full sea risks when she was operational. Many thanks to Ted Finch for his assistance in collecting this data. The RESCUE could not handle the ship on her own and so a second tug was summoned. After disembarking the U.S. troops at Sydney on 6th April 1942, the QUEEN ELIZABETH remained in port for thirteen days before sailing for Fremantle on 19th April. Chesney Henry. being transported (not for $100) in the QUEEN ELIZABETH who, in a burst of enthusiasm, said to one of the officers: A fortnight later, on Monday 20th August 1945, the QUEEN ELIZABETH arrived in Southampton for the first time - four and a half years late. This was designed so that the Government would assume responsibility of the risk of the ship's insurance value over and above the amount which the market could absorb. The Directors decided that work must stop on No.534 - the QUEEN MARY - at noon on Friday 11th December 1931. The Company injected $1 million into a new company called 'The Elizabeth (Cunard) Corporation' and held an 85% share. For pre-1747 records, you need to look speculatively through material from other government departments or courts that may have had an interest in merchant navy affairs, such as: Use theadvanced search in Discovery, our catalogue, to search for records using the department codes above and relevant keywords such as ships, shipping, or manifest. Dimensions, 987' x 118' (1,031' o.l.). Some two thirds of Cunard's passengers crossed the Atlantic on holiday: hence the company's slogan, In September 1959 an announcement was made to the effect that an independent committee of three, headed by Lord Chandos, had been set up to examine the Cunard Company's proposals for replacing the ', The year 1960 proved to be another good one for Cunard. They went ahead with plans for new quay accommodation and worked amicably with Cunard officials. With White Star now under Cunard's wing, Harland & Wolff at Belfast were also invited to tender, a position not previously open to them. They blamed it all on Joey and reports finally got back to the Commodore who ruled that Joey must go ! Alternatively, browseBT 98/1-139(1747 to 1853) to view all the ports and years for which there are records in this period. The new centrally-placed companionway is in place in this photo and there's a repaint where the ladders once were. 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