Norddeutscher Lloyd

From Wikipedia, the free encyclopedia
Jump to: navigation, search
Acap.svg
 This article may require copy editing for grammar, style, cohesion, tone, or spelling. You can assist by editing it. (September 2010)
Norddeutscher Lloyd
Type Joint stock company
Genre Shipping
Fate Merged with Hamburg America Line in 1970
Predecessor Ocean Steam Navigation Company
Successor Hapag-Lloyd
Founded 1857 in Bremen, Germany
Founder(s) Hermann Henrich Meier
Area served Transatlantic, Mediterranean, Asia, and Australia
Key people Co-founder and Executive Chairman
Eduard Crüsemann

Norddeutsche Lloyd (NDL) (North German Lloyd) was a German shipping company. It was founded by Hermann Henrich Meier[1] and Eduard Crüsemann in Bremen on February 20, 1857. It developed into one of the most important German shipping companies in the late 19th and early 20th Century, and was instrumental in the sustained economic development of Bremen and Bremerhaven. On September 1, 1970, the company merged with Hamburg America Line (HAPAG) to form Hapag-Lloyd AG.[2]

Contents

[edit] History

[edit] Rise

[edit] Establishment of the NDL

Prospectus of NDL document from year 1857, proclaiming the formation of the company.
Headquarter of the North German Lloyd in Bremerhaven in 1870

The German shipping company, North German Lloyd (NDL), was founded by the Bremen merchants Henrich Hermann Meier and Eduard Crüsemann on February 20, 1857 following the dissolution of the Ocean Steam Navigation Company (a joint German-American enterprise)[3]. The Norddeutscher Lloyd denoted commerce in the realm of commercial shipping, which it had become synonymous at that time. The new shipping company had no connection to the British maritime classification society Lloyd's Register.[4]

H.H. Meier[5] became NDL's first Chairman of the Supervisory Board, and Crüsemann became the first director of the company (German: Aktiengesellschaft - AG). Crüsemann took care of the cargo on passenger ships, which, as a result of emigration, had grown significantly for the company. The company was also active in other areas such as providing a tugboat service, baths service, insurance, and ship repair (the last of which is still in business). The first office of the shipping company was located at number 13 Martinistraße in Bremen.

The company started with a route to England prior to starting a transatlantic service. In 1857, the first ship, the Adler (Eagle), started a regular passenger service between the Weser region (where Bremen is located) and England. On October 28, 1857, she made her maiden voyage from Nordenham to London.[6]

Just one year later, regular, scheduled services were started between the new port in Bremerhaven and New York using the two 2,674 GRT steamships, the Bremen (I) and the New York. In the following years, passenger connections to Baltimore and New Orleans were added to the schedule. In 1859, international economic crises made the start of the economic NDL extremely difficult.[6]

In 1867-1868, NDL went on a wide-ranging partnership with the Baltimore and Ohio Railroad, which founded the Baltimore Line. The Baltimore Line has been shipping line and useful links between the Atlantic. Also, Bremerhaven had receive important railway passenger in 1862. In 1869, Crüsemann died at only 43 years old. From 1877 to 1892, Director of NDL was Johann Georg Lohmann. He established a new policy for the company. Eventually, however, Founder H.H. Meier and Lohmann fought out the company policy. In 1892, the 5,481 GRT twin screw steamer, named after the founder, the H.H. Meier[7] was built. From 1892 to 1909, Lloyd's Director General was the lawyer Dr. Heinrich Wiegand. He coined the now a developing major shipping company.[6]

[edit] German Empire (1870-1871)

One of the four-stackers of the NDL, SS Kaiser Wilhelm der Grosse

The founding of the German Empire took place in the foundation of a strong expansion of NDL. From 1871 to 1874, a setting up of a route to the West Indies was unsuccessful. It was followed by a permanent line to the east coast of South America. On the transatlantic route, the HAPAG, the Holland-America Line, and the Red Star Line was now a fierce rival. From 1881, eleven of the river steamer from 4500 to 6900 GRT was made in the service of the North Atlantic voyage.[8]

In 1887, the NDL withdrew from the English route in the favor of Argo Reederei. In Bugsierdienst, remained the NDL for its participation (1899) at the shipping company URAG.[9]

Postcard of SS Barbarossa, one of the Barbarossa-class ocean liners

In 1897, the NDL finally claimed with the commissioning of SS Kaiser Wilhelm der Große, a leading ship among the North Atlantic. The time for this largest and fastest ship in the world set up and let the competition, not least with the profit of the Blue Riband for the fastest Atlantic crossing, with an average speed of 22.3 knots. It was followed from 1897 to 1907, three other four-screw and four-funnel steamer with a 14 to 19 thousand GT, the SS Kronprinz Wilhelm, the SS Kaiser Wilhelm II and the SS Kronprinzessin Cecilie. Thus, began the "decade of Germans" in the transatlantic shipping, in which the NDL and the HAPAG on this track recorded with several ships and beside dominated the British Cunard Line and the White Star Line to the largest shipping companies in the world in that time. Those fleets, which won the trophy in 1902 and 1904, reasserted two NDL ships the Blue Riband: SS Kronprinz Wilhelm, now with an average speed of 23.09 knots, and the Kaiser Wilhelm II with 23.58 knots. In 1907, RMS Lusitania, and then in 1909, the RMS Mauretania, both by the British Cunard Line, won the Blue Riband, and the Cunard kept the Blue Riband until 1929.[6]

It was followed from 1894 to 1908, many more cargo and passenger ships including the Barbarossa-class (by 10,000 GT, North Atlantic route) were built. As for NDL, the shipyards were including the Stettin Vulcan, the AG Weser in Bremen, and the Bremer Vulkan AG in Vegesack. In 1900, the passenger service to Asia performed in conjunction with the HAPAG.[10]

[edit] NDL in the 20th century

Hun's Speech in front of SS Friedrich Der Grosse

From 1899, the NDL acquired British-owned 25 coastal steamers, which were used in the Pacific. In 1900, the postal service to China was canceled due to the Boxer Rebellion. On 27 July, the deck of Friedrich Der Grosse was the site of Kaiser Wilhelm II's famous "Schrecklichkeit" speech in which he compared the military of the German Empire to the Huns.[11]

Lloyd Preußen was very friendly, reflecting the choice of the ship's name. Also, he existed between Kaiser Wilhelm II and General Director Wiegand's good personal relations. The other was the NDL in cautious distance from the politics of large fleet, Admiral Alfred von Tirpitz, as these good and necessary maritime relations with the United Kingdom and interfered with the United States.[12]

At the beginning of the 20th Century, in the U.S. banking magnate, J.P. Morgan began to take over a number of shipping companies, including the White Star Line, the Leyland Line, and the Red Star Line, to build a transatlantic monopoly. He succeeded but not including the British Cunard Line, and the French Compagnie Générale Transatlantique (CGT). HAPAG and NDL gave Morgan the largest U.S. rail company Baltimore and Ohio Railroad, and so that Morgan belonged an offer to split the market. The Holland-America Line and the Red Star Line together was a contract for the passengers of the four companies split. A ruinous competition was prevented. In 1912, the Morgan Agreement was terminated.[13]

In 1907, the Norddeutscher Lloyd's fiftieth anniversary, it had 93 vessels, 51 smaller vessels, two sail training vessels and other river steamers. NDL had around 15,000 employees. Because of the high investment costs and an international economic crisis, the shipping company celebrated at this time but also with considerable financial difficulties.[14]

Headquarter of NDL in Bremen

But despite financial difficulties arose between 1907 to 1910 after plans of the architect Johann Georg Poppe very prestigious office buildings with a tower, the NDL building in Bremen located at the Papenburg street. This building in the eclectic style of the time in 1942 at the company AG Weser was sold. The difficult war-damaged buildings after 1945 was the Senator for the construction industry and in the basement Remmers pubs. In 1969, the building in favor of the store completely demolished hoarding. The adjacent new shopping mall, however, bears the name Lloyd Passage.[15]

The lucrative North Atlantic route came up with new, attractive ships of other large companies including the RMS Lusitania and RMS Mauretania of the Cunard Line, and the RMS Olympic, RMS Titanic and RMS Britannic of the White Star Line. The HAPAG planned with their new vessels, (SS Imperator, SS Vaterland, and SS Bismarck) with a size of 50,000 GT. The NDL responds with while smaller but very representative vessels such as the SS Prinz Friedrich Wilhelm, the SS George Washington and Berlin. In 1914, finally, the construction of the two 33,000 GRT liners of the Columbus-class were made in order, however, the First World War prevented the completion.[16]

In 1914, approximately 22,000 people employed in the shipping company. Thus, the success of the company also had a direct impact on the rapid growth until 1927, when the city of Bremerhaven was found.[17]

After the death of Director-General Dr. Wiegand in 1909, Dr. Phillip Heineken followed him in 1920.[18]

[edit] NDL's routes around 1907

SS Prinz Friedrich Wilhelm of 1907
SS Columbus of 1914
SS Zeppelin of 1915

This is a list of routes used by NDL in 1907.[19]

Europe - America

Mediterranean

Europe - Asia/Australia

Asia / Australia (including coastal routes)

German coast

[edit] World War I

The second Columbus of 1924

The outbreak of the World War I went strongly despite the competition from the United Kingdom, and the trend continued upward. For the civilian shipping, the beginning of the war had been a trial, as well as a logistical challenge because a large part of the fleet was on the world's oceans. Nevertheless, it is most timely neutral ships or domestic ports. The technical operation of the NDL in Bremerhaven now worked almost exclusively for the Navy. The Deutsche Ozean-Rhederei - the NDL had a majority of the capital - in trade-submarines, of which at NDL's captain Paul König made two trips across the Atlantic.[20]

The NDL had a fleet at the start of the war with a total tonnage of more than 700 GRT. The Treaty of Versailles had all ships over 1,600 GRT and half of all units from 100 to 1,600 GRT be confiscated.[21] In 1917, they were in the U.S. port facilities in Hoboken and all Lloyd steamer were seized to deliver essential. An NDL fleet as in the prewar period, there was thus no longer in service. The company almost had to start from scratch.[20]

[edit] Post war

After the war, the NDL still had a stock of small steamers. Those ship were mostly established in 1919 with the passenger ship services. In August 1920, the NDL with the United States Lines made an agency agreement and those to expand community services. One of the two ships of the Columbus-class, the ex Hindenburg, was allowed to return to NDL. In 1924, the 32,354 GRT passenger ship Columbus was used and completed in the scheduled service to America. Moreover, the NDL won six freighters with a size 5-9-thousand tonnes as a substitute for the other ship of the class Columbus back. Furthermore, they built new freighters and passenger ships and other vessels.[22]

Flagships of North German Lloyd - Bremen and Europa, the biggest German liners

A briefs post-war boom was followed by the time of the money inflation in Germany. The NDL built its fleet successfully. Four ships of the class Sierra with 8,000-11,000 GRT were in the service for the trip to South America from 1922 to 1924. It was followed by three vessels with GRT 13,000-15,000 for the North Atlantic. In 1927, then NDL received some passenger ships back from Britain, the ex Zeppelin and Dresden.[23] The jurist Carl Stimming was now in the leadership of the NDL. From 1920, Director General while his predecessor, Dr. Heineken now acted as Chairman of the Supervisory Board. Between 1925 to 1928, NDL took over a number of German shipping companies (HABAL, Roland Line, Argo).[24] In 1926, there was a dividend with the American which was a severe credit growth financed and ordered new vessels.

Between 1929 and 1930, SS Bremen and SS Europa were the two largest passenger ships of NDL, each with 51,656 GRT and 49,746 GRT. Both ships could made their speed at an average speed of about 27.9 knots, receiving the Blue Riband for the fastest Atlantic crossings.[20]

Stamp of the Bremen

The passenger transport between the U.S. and Europe increased from 1928 to 1939. In 1928, the NDL transported around 8% on a passenger volume of 1,168,414 passengers. In 1932, the NDL had considerably at least 16.2% of the 751,592 passengers transported. In 1938, there will be 685,655 passengers transported across the Atlantic and NDL has a stake of around 11%. In addition, many new Italian, French and British superliners was built: SS Rex (51,062 GRT), SS Conte di Savoia (48,502 GRT), SS Normandie (79,280 tonnes), and RMS Queen Mary (80,744 GRT).[25]

SS General von Steuben of 1923

If it's outgoing U.S. economic crisis of 1929, should the German shipping lines. In 1930, the NDL and the HAPAG were therefore a union treaty for cooperation, and from 1935 even a farm community was founded. The first elements for a merger were visible. In 1932, the NDL became increasingly an economic crisis: layoffs (around 5000 people), salary cuts, and balance sheet losses marked the time. In 1932, Dr. Heinrich Albert F. was NDL's chief in a very short term from 1932, and then the National Socialist Dr. Rudolph Firle took the rank.[26]. The State Council Bremen Karl Lindemann took over from 1933 to 1945, chaired the supervisory board.[27] An economic recovery of the company through divestments and restructuring was initiated.

In 1935, the Scharnhorst, Gneisenau, and Potsdam, each with about 18 thousand GRT, were used for East Asia. The cruise shipping spurred the business from 1935. The modernization of the fleet had precedence. The NDL slowly recovered and in 1937 they recorded modest gains. From 1941 to 1942, NDL was again privatized and cigarette manufacturer Philipp Reemtsma[28] was now the main shareholder. Dr. John Kulenkampff was an Board Member from 1932. And from 1942, he was the Chairman of the NDL. From 1937, Richard Bertram was Board Member and Executive Board of the NDL.

In 1939, there were 70 vessels, 19 tractors vessels, and 125 small vessels in service. 12,255 employees were working for the NDL, in which 8,811 of them worked on the ship. In World War II, nine freighters were completed. All ships went through the war or by war reparations to the Allies as a prize of the war. The Columbus had sunk in 1939, the burned Bremen in 1941, the Steuben, which was built in 1945 sunk in the Baltic Sea (around 4,000 deaths) and SS Europa - claimed by France - became a 1947 SS Liberté.[20]

[edit] After World War II

After the war, as after the First World War, the NDL began again with an operational agency with bathing services. Dr. John Kulenkampff and Richard Bertram were Chairmen of the NDL at the time. In 1945, NDL had only 350 employees. In 1948, NDL opened the first travel agency of Hapag-Lloyd. Emigration and modest tourism were the first transactions. The ships Wangerooge and Glückauf were now in service. From 1949, ships that had a GRT not exceed 7200 were allowed by German shipowners and shipyards to be built and operated. In 1950, NDL ordered the first ship, Rheinstein (2,791 GRT, 13 knots) at the Bremer Vulkan.[29]

After 1951[30], the limitations by the Allies for the German shipping have been lifted and the NDL began with the construction of a new fleet. First the NDL bought older cargo ships (e.g. Nabob, a former American relief aircraft carrier) and it had new freighters between 4000 to 9000 GRT. After 1953, the NDL managed lines to Canada, New Orleans, the Canary Islands, and East Asia.

The MS Gripsholm, which was later the NDL's MS Berlin

In 1955, NDL had the converted Swedish MS Gripsholm in service. From the year 1924, she was renamed MS Berlin (17,993 GRT), which was the sixth NDL ship that had the name Berlin. She continued on the North Atlantic routes. In 1959, it was followed by 32,336 GRT SS Bremen (ex Pasteur), and in 1965, the 21,514 GRT MS Europa (ex Kungsholm) bought from Swedish American Line which could hold 843 passengers.[20] These vessels were the first in the line service to America which were set up soon afterwards and were drove into cruise shipping. The business with the passenger boat was increasingly in deficit, and also in the cargo area were marked by the rapidly growing container traffic costly changes required.

Around 1960, NDL had 47 ships and that figure has remained almost identical until 1970. In 1970, NDL had a turnover of 515 million DM and a share capital of 54 million DM employed 6,200 of the employees, in which 3,500 of them worked at sea.[31]

In 1967, Claus Wätjen and Dr. Horst Willner actually replaced Karl-Heinz Sager, members of the Executive Board in 1969. Kulenkampff (Board until 1968) and Bertram (until 1970) replaced as Chief. Since the NDL had already 3/4 of the cargo business in association with HAPAG, so it was a merger of the two largest shipping companies in Germany.[32]

In September 1, 1970, the North German Lloyd merged with Hamburg America Line (HAPAG) to form Hapag-Lloyd AG based in Hamburg with two bases in Bremen.[20]

[edit] Legacy

NDL's emblem

[edit] Major people

H.H. Meier
Eduard Crüsemann
Dietrich Hogemann

[edit] Fleets

This list is incomplete; you can help by expanding it.

This is a list of all ships in service in the NDL. Some of the ships were previously occupied by other companies as they may be sold to NDL.[8]

Year Name Tonnage Shipyard Fate/Status
1858 Bremen (I) 2,674 GRT Caird & co. Ltd., Greenock 1874 sold to E.Bates, Liverpool converted to sail.
1858 New York 2,674 GRT Caird & co. Ltd., Greenock 1874 sold to E.Bates, Liverpool converted to sail; wrecked off Staten Island and sank in 1891
1858 Hudson 2,266 GRT Palmer Bros. & co. Ltd., Yarrow 1858 burned out at Bremen, rebuilt and in 1863 became Louisiana for National Line
1858 Weser (I) 2,266 GRT Palmer Bros. & co. Ltd., Yarrow 1859 sold to French Navy
1861 Hansa (I) 2,992 GRT Caird & co. Ltd., Greenock 1879 1879 sold to shipbuilders in part exchange for Hansa (II)
1863 America (I) 2,752 GRT Caird & co. Ltd., Greenock 1894 sold to Italy, renamed Orazio
1865 Hermann 2,713 GRT Caird & co. Ltd., Greenock 1893 sold to shipbuilder in part exchange for H.H.Meier
1866 Deutschland 2,947 GRT Caird & co. Ltd. 1875 wrecked in Thames Estuary; loss of 57 lives
1867 Union 2,880 GRT Caird & co. Ltd., Greenock 1870 wrecked on Rattray Head, Aberdeen; no loss of life
1867 Weser (II) 2,823 GRT Caird & co. Ltd., Greenock 1896 scrapped
1868 Rhein (I) 2,901 GRT Caird & co. Ltd., Greenock 1891 sold to Gray, Liverpool
1868 Main (I) 2,899 GRT Caird & co. Ltd., Greenock 1891 sold to Anglo-American SS Co
1869 Donau (I) 2,896 GRT Caird & co. Ltd., Greenock 1889 sold to H. Bischoff, Bremen
1868 Baltimore 2,316 GRT Caird & co. Ltd., Greenock 1894 scrapped
1868 Berlin (I) 2,334 GRT Caird & co. Ltd., Greenock 1894 sold to Italy, renamed M. Bruzzo
1869 Ohio 2,393 GRT Caird & Co. Ltd., Greenock 1894 sold to shipbuilder in part exchange for new ships, resold to Italy renamed Amazzone.
1869 Leipzig (I) 2,384 GRT Caird & Co. Ltd., Greenock 1894 sold to Hamburg owners.
1869 Frankfurt (I) 2,582 GRT Caird & co. Ltd., Greenock 1894 sold to shipbuilder in part exchange for new ships.
1869 Hanover (I) 2,571 GRT Caird & co. Ltd., Greenock 1894 scrapped
1870 Cologne (I) 2,556 GRT Caird & co. Ltd., Greenock 1895 sold for scrapped
1871 König Wilhelm I 2,400 GRT Caird & co. Ltd., Greenock 1873 stranded at Holland; no life lost.
1871 Kronprinz Friedrich Wilhelm 2,387 GRT Caird & co. Ltd., Greenock 1897 scrapped
1871 Graf Bismarck 2,393 GRT Caird & co. Ltd., Greenock 1898 scrapped
1872 Strasburg (I) 3,025 GRT Caird & co. Ltd., Greenock 1896 sold for scrapped
1872 Mosel (I) 3,114 GRT Caird & co. Ltd., Greenock 1882 wrecked Cornwall; no life lost.
1873 Braunschweig 3,079 GRT R. Steele & co. Ltd., Greenock 1896 scrapped
1873 Feldmarschall Moltke 3,060 GRT Caird & Co. Ltd., Greenock 1875 sold to P&O and renamed Assam
1873 Minister Roon 3,066 GRT Caird & Co. Ltd., Greenock 1875 sold to P&O and renamed Siam
1873 Hohenzollern (I) 3,092 GRT Caird & Co. Ltd., Greenock 1899 sold to Hong Kong.
1874 Nürnberg (I) 3,116 GRT R. Steele & Co. Ltd., Greenock 1895 sold to F.Raben, Vegesack, scrapped.
1874 Hohenstaufen 3,090 GRT Earle's SB & Eng. Co. Ltd., Hull 1897 sold for scrapped
1874 Oder (I) 3,158 GRT Caird & cost. Ltd., Greenock 1887 wrecked at Socotra Islands
1874 Neckar (I) 3,120 GRT Caird & cost. Ltd., Greenock 1896 sold for scrapped
1874 General Werder 3,020 GRT Caird & Co. Ltd., Greenock 1892 given for new building in payment
1875 Salier 3,083 GRT Earle's SELF-SERVICE & close. Co. Ltd., cladding 1896 wrecked on Spanish coast; loss of 279 lives.
1876 Habsburg 3,094 GRT Earle's SB & ENG. Co. Ltd., cladding 1898 sold for scrapped
1881 Elbe (I) 4,510 GRT John Elder & co. Ltd., Glasgow 1895 Sunk after collision in the English Channel (332 Death)
1882 Werra (I) 4,815 GRT John Elder & Co. Ltd., Glasgow 1901 sold for scrapped
1883 Fulda (I) 4,814 GRT John Elder & Co. Ltd., Glasgow 1899 abort after heavy damage and scrap
1884 Eider (I) 5,129 GRT 1892 stranded at Isle of Wight, refloated and scrapped.
1884 Ems (I) 5,129 GRT Sold to Elder Dempster Lines, renamed Lake Simcoe.
1886 Aller (I) 4,964 GRT Fairfield SB & ENG. Co. Ltd., Glasgow 1904 scrapped
1886 Trave (I) 4,996 GRT Fairfield SB & ENG. Co. Ltd., Glasgow 1908 sold for scrapped
1886 Saale (I) 4,967 GRT Fairfield SB & ENG. Co. Ltd., Glasgow 1901 sold
1887 Lahn (I) 5,097 GRT Fairfield SB & ENG. Co. Ltd., Glasgow 1904 sold
1890 Spree (I) 6,963 GRT AG Vulcan, Stettin 1899: Rebuilt and renamed to 7,840 GRT Kaiserin Maria Theresia. 1904 sold to Russian Navy, renamed Ural.
1891 Havel (I) 6,963 GRT AG Vulcan, Stettin 1898 scrapped
1886 Preussen 4,577 GRT AG Vulcan, Stettin 1909 sold for scrapped
1887 Bayern 4,574 GRT AG Vulcan, Stettin 1909 sold for scrapped
1887 Sachsen 4,571 GRT AG Vulcan, Stettin 1909 sold for scrapped
1889 Kaiser Wilhelm II (I) 6,990 GRT AG Vulcan, Stettin 1900: Rebuilt to 6,668 GRT, 1901: Renamed Hohenzollern (II), 1908: stranded at Sardinia, refloated and scrapped.
1888 Dresden (I) 4,802 GRT Fairfield SB & ENG. Co. Ltd., Glasgow 1903 renamed Helius, 1906 sold Turkish Government and renamed BEZMI-I ALEM, 1914 sunk Black Sea
1889 München (I) 4,803 GRT Fairfield SB & ENG. Co. Ltd., Glasgow 1902 scrapped
1889 Karlsruhe (I) 5,347 GRT Fairfield SB & ENG. Co. Ltd., Glasgow 1908 sold for scrapped
1889 Stuttgart (I) 5,349 GRT Fairfield SB & ENG. Co. Ltd., Glasgow 1908 sold for scrapped
1890 Darmstadt 5,316 GRT Fairfield SB & ENG. Co. Ltd., Glasgow 1911 scrapped
1890 Gera (I) 5,319 GRT Fairfield. Co. Ltd., Glasgow 1909 scrapped
1891 Oldenburg 5,317 GRT Fairfield SB & ENG. Co. Ltd., Glasgow 1911 scrapped
1891 Weimar 5,316 GRT Fairfield SB & ENG. Co. Ltd., Glasgow 1908 scrapped
1892 H. H. Meier 5,481 GRT Armstrong, Mitchell & Co. Ltd., Newcastle 1901 scrapped
1893 Pfalz (I) 3,874 GRT Wigham, Richardson & Co. Ltd., Newcastle 1904 sunk
1893 Mark (I) 3,936 GRT Armstrong, Mitchell & Co. Ltd., Newcastle 1915 Sunk by Royal Navy off Tanga, Tanzania
1894 Prinzregent Luitpold 6,288 GRT F. Schichau, Danzig 1914 presented in Messina / 1915 seized by Italy renamed Pietro Calvi
1894 Prinz Heinrich 6,263 GRT F. Schichau, Danzig 1914 presented in Lisbon / 1916 seized by Portugal renamed Porto
1894 Wittekind 5,001 GRT Blohm & Voss AG, Hamburg 1914 presented in Boston / 1917 seized by United States Shipping Board renamed Iroquois
1894 Willehad 5,003 GRT Blohm & Voss AG, Hamburg 1914 presented in Boston / 1917 seized by US Shipping Board renamed Wyandotte
1896 Friedrich der Große 10,531 GRT AG Vulcan, Stettin 1914 presented in New York / 1917 seized by US Shipping Board renamed Huron
1897 Coblenz (I) 3,169 GRT Blohm & Voss AG, Hamburg Interned in Manila, August 1914

seized by U.S., 6 April 1917
1897 Barbarossa 10,769 GRT Blohm & Voss AG, Hamburg 1914 presented in New York / 1917 seized by US Shipping Board renamed Mercury
1897 Königin Luise 10,566 GRT AG Vulcan, Stettin 1919 ceded to Britain as war reparation, 1921 to Orient Line, renamed Omar.
1897 Bremen (II) 10,522 GRT F. Schichau, Danzig 1919 ceded to Britain as war reparation, 1921 to Byron Line, renamed Constantinople.
1899 König Albert 10,643 GRT AG Vulcan, Stettin 1915 seized by Italy and was renamed Ferdinando Palasciano.
1900 Großer Kurfürst 13,183 GRT F. Schichau, Danzig 1914 1917 seized by USA renamed Aeolus.
1900 Prinzessin Irene 10,881 GRT AG Vulcan, Stettin 1917 seized by USA renamed Pocahontas, 1922 re-purchased by NDL renamed Bremen (III), 1928 renamed Karlsruhe (II), 1932 scrapped.
1900 Princess Alice 10,911 GRT AG Vulcan, Stettin ex- Kiautschou, 1904 purchased from Hamburg America Line and renamed Princess Alice, 1917 seized by USA renamed Princess Matoika.
1897 Kaiser Wilhelm der Grosse 14,349 GRT AG Vulcan, Stettin 1914 became German armed merchant cruiser, 1914 sunk by HMS Highflyer at Rio de Oro, Spanish Sahara.
1901 Kronprinz Wilhelm 14,908 GRT AG Vulcan, Stettin 1914 became German commerce raider, 1915 presented in USA, 1917 seized by USA, renamed Von Steuben.
1898 Kaiser Friedrich 12,481 GRT F. Schichau, Danzig Could not reach specified speed, 1899 chartered to HAPAG, 1900-1912 laid up. 1912 sold to Cie Sud-Atlantique, Paris, renamed Burdigala.
1899 Rhein (II) 10,058 GRT Blohm & Voss AG, Hamburg 1917 seized by USA renamed Susquehanna
1900 Main (II) 10,067 GRT Blohm & Voss AG, Hamburg 1919 ceded to Britain as war reparation
1901 Neckar (II) 9,835 GRT J. C. Tecklenborg AG, Geestemünde 1917 seized by USA renamed Antigone
1899 Köln (II) 7,409 GRT J. C. Tecklenborg AG, Geestemünde 1917 seized by USA renamed Amphion
1899 Hanover (II) 7,305 GRT Wigham, Richardson & Co. Ltd., Newcastle 1919 ceded to Britain as war reparation, 1921 repurchased by NDL rebuilt to 7438 tons, 1933 scrapped.
1900 Frankfurt (II) 7,431 GRT J. C. Tecklenborg AG, Geestemünde 1919 ceded to Britain as war reparation. 1922 renamed Sarvistan.
1901 Cassel 7,543 GRT J. C. Tecklenborg AG, Geestemünde 1919 ceded to France as war reparation, renamed Marechal Gallieni
1901 Breslau 7,524 GRT Bremer Vulkan AG, Vegesack 1917 seized by USA renamed Bridgeport
1902 Chemnitz (I) 7,542 GRT J. C. Tecklenborg AG, Geestemünde 1919 ceded to Britain as war reparation
1902 Brandenburg 7,532 GRT Bremer Vulkan AG, Vegesack 1919 ceded by Britain as war reparation, 1922 renamed Hecuba and transferred to Alfred Holt & Co. (Blue Funnel Line)
1900 Strassburg (II) 5,057 GRT Bremer Vulkan AG, Vegesack 1904 transferred to Hamburg America Line, renamed Slavonia.
1900 Würzburg 5,085 GRT Bremer Vulkan AG, Vegesack 1916 seized by Portugal renamed Sao Vicente
1902 Schleswig 6,955 GRT AG Vulcan, Stettin 1919 to France as war reparation, 1921 renamed General Duchesne, management was transferred to Messageries Maritimes
1902 Erlangen (I) 5,285 GRT Bremer Vulkan AG, Vegesack 1917 mined and sunk in North Sea; loss of 19 lives
1903 Kaiser Wilhelm II (II) 19,361 GRT AG Vulcan, Stettin 1914 presented in New York / 1917 seized by USA renamed Agamemnon
1907 Kronprinzessin Cecilie 19,360 GRT AG Vulcan, Stettin 1914 presented in Boston / 1917 seized by USA renamed Mount Vernon
1903 Zieten 8,066 GRT F. Schichau, Danzig 1916 seized by Portugal renamed Tungue
1903 Roon 8,022 GRT J. C. Tecklenborg AG, Geestemünde 1919 ceded to Britain, 1921 to Greece renamed Constantinoupolis
1903 Seydlitz 7,942 GRT F. Schichau, Stettin 1933 scrapped
1903 Gneisenau (I) 8,081 GRT AG Vulcan, Stettin 1918 seized by Belgium, 1919 sold to Italy, 1921 renamed Citta di Genova
1904 Scharnhorst (I) 8,131 GRT J. C. Tecklenborg AG, Geestemünde 1919 seized by France, 1920 transferred to French Line renamed La Bourdonnais
1906 Yorck 8,901 GRT F. Schichau, Danzig 1933 scrapped
1906 Bülow 9,028 GRT J. C. Tecklenborg AG, Geestemünde 1914 presented in Lisbon / 1916 seized by Portugal renamed Tras-os-Montes
1907 Kleist 8,950 GRT F. Schichau, Danzig 1919 ceded to Britain as war reparation, 1921 to Japan renamed Yoshino Maru
1907 Goeben 8,792 GRT AG Weser, Bremen 1919 to France as war reparation, 1920 transferred to French Line and renamed Roussillon
1908 Derfflinger 9,060 GRT F. Schichau, Danzig 1914 seized by Britain, renamed Huntsgreen, 1923 repurchased by NGL reverted to Derfflinger, 1932 scrapped
1908 Lützow 8,818 GRT AG Weser, Bremen 1914 seized by Britain renamed Huntsend, 1923 repurchased by NGL reverted to Lutzow, 1933 scrapped
1904 Prinz Eitel Friedrich 8,865 GRT AG Vulcan, Stettin 1914 became German commerce raider, 1915 interned in USA, 1917 seized by USA renamed DeKalb
1906 Prinz Ludwig 9,630 GRT AG Vulcan, Stettin 1919 ceded to Britain as war reparation, 1920 transferred to Orient Line renamed Orcades
1907 Prinz Friedrich Wilhelm 17,082 GRT J. C. Tecklenborg AG, Geestemünde 1920 ceded to Britain as war reparation, 1921 transferred to Canadian Pacific Steamship Company renamed Empress of China, then Empress of India
1907 Gotha 6,653 GRT Bremer Vulkan AG, Vegesack 1933 scrapped
1908 Giessen 6,583 GRT Bremer Vulkan AG, Vegesack 1919 ceded to Britain as war reparation, 1921 transferred to Ellerman Lines renamed City of Harvard
1910 Coburg (I) 6,750 GRT Bremer Vulkan AG, Vegesack 1917 seized by Brazil renamed Pocone
1910 Eisenach (I) 6,757 GRT Bremer Vulkan AG, Vegesack 1917 seized by Brazil renamed Santarém
1909 George Washington 25,570 GRT AG Vulcan, Stettin 1917 seized by USA
1909 Berlin (II) 17,324 GRT AG Weser, Bremen 1919 ceded to Britain as war reparation, 1920 transferred to White Star Line renamed Arabic
1912 Sierra Nevada (I) 8,235 GRT AG Vulcan, Stettin 1917 seized by Brazil renamed Bage
1912 Sierra Ventana (I) 8,262 GRT Of Bremen volcano AG, Vegesack 1919 seized by France. Then management went to Compagnie de Navigation Sud-Atlantique and renamed Alba.
1913 Sierra Córdoba (I) 8,226 GRT AG Vulcan, Stettin 1917 seized by Peru renamed Callao
1913 Sierra Salvada 8,227 GRT Bremer Vulkan AG, Vegesack 1917 seized by Brazil renamed Avare
1913 Pfalz (II) 6,557 GRT 1914 captured by Britain and renamed Boorara.
1914 Columbus (I) 33,526 GRT F. Schichau, Danzig 1919 ceded to Britain as war reparation, 1920 transferred to White Star Line renamed Homeric
1915 Zeppelin 14,167 GRT Bremer Vulkan AG, Vegesack 1920 ceded to Britain as war reparation then transferred to Orient Line and renamed Ormuz, 1927 repurchased by NDL renamed Dresden (II), 1934 wrecked on Norwegian coast; loss of 4 lives
1922 Köln (III) 9,265 GRT Bremer Vulkan AG, Vegesack 1934 became cargo ship, 1940 wrecked on Swedish coast
1922 Crefeld (II) 9,573 GRT Flensburger Schiffbau-Gesellschaft 1934 became cargo ship, 1941 scuttled as blockship at Massawa
1922 Sierra Nevada (II) 8,736 GRT AG Vulcan, Stettin 1925 renamed Madrid. 1935 sold to Hamburg South America Line
1923 Sierra Ventana (II) 11,392 GRT Bremer Vulkan AG, Vegesack 1935 sold to Italian Line renamed Sardegna
1924 Sierra Córdoba (II) 11,469 GRT Bremer Vulkan AG, Vegesack 1935 sold to Nazi Deutsche Arbeitsfront for Strength Through Joy cruising. 1945 captured by Britain, 1948 sank when under towing
1924 Sierra Morena 11,430 GRT Bremer Vulkan AG, Vegesack 1935 sold to Nazi Deutsche Arbeitsfront for Strength Through Joy cruising and renamed Der Deutsche. 1946 became Russian owned Asia
1922 Weser (III) 9,450 GRT AG Weser, Bremen 1931 laid up, 1933 scrapped
1923 Werra (II) 9,475 GRT AG Weser, Bremen 1935 sold to Italian Line, Genoa, renamed Calabria
1924 Saarbrücken 9,429 GRT AG Weser, Bremen 1935 sold to Italian Line renamed Toscana
1924 Coblenz (II) 9,449 GRT AG Weser, Bremen 1935 sold to Italian Line renamed Sicilia
1924 Trier (II) 9,415 GRT AG Weser, Bremen 1936 wrecked off Spain, salvaged and sold to Turkey as submarine depot ship Erkin
1924 Fulda (II) 9,492 GRT AG Weser, Bremen 1940 sold to Japan renamed Teikoko Maru
1923 München (II) 13,325 GRT AG Vulkan, Stettin 1931 renamed General Von Steuben. 1938 renamed Steuben, 1945 torpedoed and sunk by Russian submarine in Baltic Sea; loss of plus 2,700 lives.
1924 Stuttgart (II) 13,367 GRT AG Vulkan, Stettin 1938 sold to Nazi Deutsche Arbeitsfront for Strength Through Joy cruising. 1943 bombed and sunk at Gdynia
1924 Columbus (II) 32,354 GRT F. Schichau, Danzig 1939 scuttled in Atlantic Ocean to avoid capture by Royal Navy during World War II
1925 Berlin (III) 15,286 GRT Bremer Vulkan AG, Vegesack 1945 mined and sunk off Swinemunde, 1948 refloated, repaired, and renamed Admiral Nakhimov for USSR. 1986 sank in Black Sea after collision.
1927 Arucas 3,359 GRT Flensburger Schiffbau-Gesellschaft 1940 scuttled in North Atlantic to avoid capture by Royal Navy during World War II
1929 Bremen (IV) 51,656 GRT AG Weser, Bremen 1940 accommodation ship at Bremerhaven, 1941 burnt out in Bremerhaven, 1946 scrapped
1930 Europa (II) 49,746 GRT Blohm & Voss AG, Hamburg 1945 taken over by US Navy renamed USS Europa, 1950 Became French Line's SS Liberte
1935 Scharnhorst (II) 18,184 GRT AG Weser, Bremen 1942 sold to Japan and converted to aircraft carrier Shinyo.
1935 Gneisenau (II) 18,160 GRT AG Weser, Bremen 1943 mined and put ashore on Lolland Island, later scrapped
1935 Potsdam 17,528 GRT Blohm & Voss AG, Hamburg 1945 ceded for war reparations to Britain, 1946 became troopship Empire Fowey
1955 Berlin (IV) 18,600 GRT Armstrong, Whitworth & Co., Newcastle ex- Gripsholm, which was taken over from Swedish American Line by Bremen Amerika Line, jointly operated by Swedish America and NDL. 1955 renamed Berlin (IV), 1959 fully owned by NDL, 1966 scrapped.
1959 Bremen (V) 32,336 GRT Chantiers et Ateliers de St. Nazaire ex- Pasteur, which was purchased from Cie. de Nav. Sudatlantique in 1959, Bordeaux renamed Bremen, 1970 owned by Hapag-Lloyd after the merger of NDL and HAPAG, 1972 sold to Chandris Lines, Piraeus renamed Regina Magna, 1977 Sold to Philippine Singapore Ports Corporation and renamed Saudiphil I as a floating hotel in Jeddah, Saudi Arabia, 1980 Sold as Filipinas Saudi I to the Philsimport International in Hong Kong, 1980 Sunk in Indian Ocean while towing to the Taiwanese ship breaker.
1965 Europa (IV) 21,514 GRT De Schelde N.V., Vlissingen ex- Kungsholm, which was purchased from Swedish America Line in 1965, and then renamed Europa, 1970 owned by Hapag-Lloyd after the merger of NDL and HAPAG, 1981 sold to Panama renamed Columbus C.

[edit] Further reading

[edit] References

  1. ^ NDL's history and house flag
  2. ^ Drechsel, Edwin (1994). Norddeutscher Lloyd, Bremen, 1857-1970: History, Fleet, Ship Mails. I. Vancouver, British Columbia: Cordillera Pub. Co.. ISBN 9781895590142. OCLC 30357825. 
  3. ^ Rolf Böttcher: Ankunft des Raddampfers „Washington“ in Bremerhaven 1847. Bremerhaven 1997
  4. ^ Lloyd's Register
  5. ^ "HERR H.H. MEIER DEAD.; North German Lloyd Steamship Co.'s Founder Passes Away at Bremen." (pdf). The New York Times: p. 1. 19 November 1898. http://query.nytimes.com/gst/abstract.html?res=9905E2D71438E433A2575AC1A9679D94699ED7CF. Retrieved 2010-01-23. 
  6. ^ a b c d Norway-Heritage
  7. ^ "GERMAN STEAMER ON FIRE.; The H.H. Meier Forced to Put Back by the Flames." (pdf). The New York Times: p. 1. 9 March 1897. http://query.nytimes.com/gst/abstract.html?res=9903E6D7153CE433A2575AC0A9659C94669ED7CF. Retrieved 2010-01-23. 
  8. ^ a b The Ships List
  9. ^ Nord-deutscher Lloyd
  10. ^ Drechsel, Edwin (1994). Norddeutscher Lloyd, Bremen, 1857–1970: History, Fleet, Ship Mails, Volume 1. Vancouver, British Columbia: Cordillera Pub. Co. ISBN 9781895590081. OCLC 30357825. 
  11. ^ "HISTORIC SHIPS TO PLY AGAIN". Los Angeles Times: p. II8. 1922-08-21. 
  12. ^ Robert K. Massie. Dreadnought. London: Jonathan Cape. ISBN 0-224-03260-7. 
  13. ^ Krass, Peter (May 2001). "He Did It!(creation of U.S. Steel by J.P. Morgan)". Across the Board (Professional Collection).
  14. ^ Atlantic reporter, Volume 81. Harvard University: West Publishing Company. 1912. p. 764. 
  15. ^ a b Lloyd Passage, Bremen
  16. ^ "Great liner is launched" (pdf). The New York Times: p. 4. 11 November 1908. http://query.nytimes.com/mem/archive-free/pdf?res=9801E2DB1739E333A25752C1A9679D946997D6CF. Retrieved 2008-08-01. 
  17. ^ Verfassung für die Stadt Bremerhaven (VerfBrhv); § 8(1) Zum Stadtgebiet gehören alle Grundstücke, Fluß- und Hafenanlagen der ehemaligen Stadt Wesermünde. Gemeindeverwaltungsmäßig wird die Stadt Bremerhaven im Gebiet des stadtbremischen Überseehafens aufgrund eines Vertrages zwischen den Städten Bremen und Bremerhaven zuständig.
  18. ^ "SEES BIG SEA TRADE AIM.; National Demand Here for Great Merchant Fleet, Says Heineken." (pdf). The New York Times: p. 1. 26 July 1918. http://query.nytimes.com/gst/abstract.html?res=9401E1D6103BEE3ABC4E51DFB1668383609EDE. Retrieved 2010-01-22. 
  19. ^ History of the North German Lloyd Steamship Company of Bremen (1898)
  20. ^ a b c d e f g Kenneth T. Jackson (1995). The Encyclopedia of New York City. The New York Historical Society; Yale University Press. p. 854. 
  21. ^ a b Hapag-Lloyd: The Ballin Era
  22. ^ The Classic Liners of Long Ago: Columbus
  23. ^ USS Zeppelin
  24. ^ The Ships List: Roland Line
  25. ^ 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. 
  26. ^ Hartmut, Rübner: Konzentration und Krise der deutschen Schiffahrt. Maritime Wirtschaft und Politik im Kaiserreich, in der Weimarer Republik und im Nationalsozialismus. Bremen 2005, ISBN 3-89757-238-9
  27. ^ Reinhold, Thiel: Die Geschichte des Norddeutschen Lloyd 1857–1970. Bremen, 2006. Page 123
  28. ^ Erik, Lindner: Die Reemtsmas. Geschichte einer deutschen Unternehmerfamilie, Hoffmann und Campe, Hamburg 2007, ISBN 3455095631
  29. ^ Behling, Helmut; Reinhold Thiel (1997) (in German). Bremer Vulkan: Ende einer Ära. Bremen: Hauschild. ISBN 9783931785680. OCLC 40363156. 
  30. ^ "Year by Year 1951" – History Channel International
  31. ^ Gardiner, Robert (1994). The golden age of shipping: the classic merchant ship, 1900-1960. University of Michigan: Conway Maritime Press. pp. 20. ISBN 0851775675. 
  32. ^ a b c Hapag-Lloyd: Rebuilding and Merger
  33. ^ Gerhard Greß: Verkehrsknoten Bremen. EK-Verlag, Freiburg (2006) ISBN 3-88255-252-2
  34. ^ Werkschronik zu Borgward
  35. ^ Hans Hermann Meyer: Die Bremer Altstadt – Wanderungen in die Vergangenheit. Veröffentlichung des Bremer Landesmuseums für Kunst und Kulturgeschichte Focke-Museum (Nr. 107), Edition Temmen, Bremen 2003, ISBN 3-86108-686-7
  36. ^ "Contact TUI Group." TUI AG. Retrieved on 29 May 2009.
  37. ^ Wilhelm von Bippen: Meier, Hermann Henrich. In: Allgemeine Deutsche Biographie (ADB). Volume 52, Duncker & Humblot, Leipzig (1906), P. 291–294.
  38. ^ Hapag-Lloyd: The Early Years
  39. ^ Nautical magazine and journal of the naval reserve, Volume 53. New York Public Library: Brown, Son and Ferguson. 1884. p. 58. http://books.google.com/books?id=wggAAAAAMAAJ&pg=PA58&lpg=PA58&dq=Hermann+Neynaber&source=bl&ots=iNtpvnRFd1&sig=zwOHrUGfRSirFvYtiRuWvf2FDRU&hl=en&ei=8-RtS5GjKJPysQOuv9CyDQ&sa=X&oi=book_result&ct=result&resnum=2&ved=0CAoQ6AEwAQ#v=onepage&q=Hermann%20Neynaber&f=false. Retrieved 2010-02-06. 
  40. ^ Paul Neubaur: Der Norddeutsche Lloyd. 50 Jahre der Entwicklung 1857–1907. Band I, Fr. Wilh. Grunow, Leipzig 1907. Page 44
  41. ^ "HEINRICH WIEGAND DEAD.; General Director of North German Lloyd Dies in Homburg Sanitarium." (pdf). The New York Times: p. 1. 30 March 1909. http://query.nytimes.com/gst/abstract.html?res=9B02E1DC1131E733A25753C3A9659C946897D6CF. Retrieved 2010-02-02. 
  42. ^ "DINNER TO HONOR NOTED SEA CAPTAIN; Friends of Capt. Polack to Welcome Him When He Completes 100 Round Trips to Europe. MANY MEDALS FOR BRAVERY German Emperor, Queen Victoria, and King of Spain Have Decorated North German Lloyd Skipper." (pdf). The New York Times: p. 1. 15 March 1909. http://query.nytimes.com/gst/abstract.html?res=9500E7DC163AE633A25756C1A9659C946596D6CF. Retrieved 2010-02-02. 
  43. ^ "SAYS ENGLAND CAN'T STARVE GERMANY; Philipp Heineken, North German Lloyd Director, Asserts Britain's Plan Is Impossible. STATE BEING REMODELED Success Already Attained in Self-Maintenance, He Says, Proves Her Ability to Win." (pdf). The New York Times: p. 1. 16 February 1915. http://query.nytimes.com/gst/abstract.html?res=9806E2D61538E633A25755C1A9649C946496D6CF. Retrieved 2010-02-04. 
  44. ^ Carl Joachim Stimming Baruthiae-Erlangen. Deutsche Corps-Zeitung 48 (1931-1932). Pages 291-293
  45. ^ Schwarzwälder, Herbert: Das Große Bremen-Lexikon. Edition Temmen, Bremen 2003, ISBN 3-86108-693-X.
  46. ^ Karl Heinz Schwebel: "Haus Seefahrt" Bremen: seine Kaufleute und Kapitäne. Krohn, Bremen 1947, P. 76.
  47. ^ "Capt. Hogemann Makes His Last Voyage After 44 Years Spent at Sea." (PDF). New York Times. May 7, 1913. http://query.nytimes.com/mem/archive-free/pdf?res=9F02EFD8173FE633A25754C0A9639C946296D6CF. Retrieved 2009-08-06. "After the North German Lloyd liner Kronprinzessin Cecilie, arriving from Bremen yesterday, had been made fast to her pier in Hoboken Capt. Dietrich Hogemann, Commodore of the fleet, announced that it was his last voyage, and that Capt. Charles Polack of the George Washington would succeed him." 
  48. ^ Hartmut Schwerdfeger & Erik Herlyn: Die Handels-U-Boote Deutschland und Bremen. Kurze-Schönholtz & Ziesener Verlag, Bremen 1997, ISBN 3-931148-99-8
  49. ^ Picture from Commons (used on German Wikipedia in the article ''Columbus (1924)'' and ''Europa (1928)'')
  50. ^ Deutsche Post AG: Geschichten um das Blaue Band: Rekorde, Legenden, Katastrophen
  51. ^ Luxury Liner Row: Norddeutscher Lloyd
  52. ^ Koch, Eric (1985). Deemed Suspect: A Wartime Blunder. Formac Publishing Company. p. 58. ISBN 0887801382. http://books.google.com/books?id=MCGblmhyKPYC&pg=PA58&lpg=PA58&dq=Oskar+Scharf&source=bl&ots=ioqjDenWAW&sig=dHlFcSNVRFohTY24ggfhQkIS-w4&hl=en&ei=4UJuS-z3OYPsswPc5ZiZCw&sa=X&oi=book_result&ct=result&resnum=4&ved=0CBEQ6AEwAw#v=onepage&q=Oskar%20Scharf&f=false. Retrieved 2010-02-06. 
  53. ^ a b Herbert Schwarzwälder: Das Große Bremen-Lexikon. Edition Temmen, 2003, ISBN 3-86108-693-X
  54. ^ Picture from Commons (the description itself tells about NDL)
  55. ^ Wala, Michael; Reinhard R. Doerries (1999). Gesellschaft und Diplomatie im transatlantischen Kontext: Festschrift für Reinhard R. Doerries zum 65. Geburtstag. Franz Steiner Verlag. p. 151. ISBN 3515075291. http://books.google.com/books?id=foUJ_WotOYwC&pg=PA151&lpg=PA151&dq=Heinrich+Albert+lloyd&source=bl&ots=ZYvqsfr8bk&sig=aGuthAql-Grrkg7P23flo60EMI4&hl=en&ei=E0duS_LqKpG0sgPz8M2yDQ&sa=X&oi=book_result&ct=result&resnum=6&ved=0CBYQ6AEwBTgK#v=onepage&q=Heinrich%20Albert%20lloyd&f=false. Retrieved 2010-02-06. 
  56. ^ Reinhold, Thiel: Die Geschichte des Norddeutschen Lloyd 1857–1970, Volume 5, 1945–1970. Bremen, 2006. P. 123
  57. ^ Harald Focke: Im Liniendienst auf dem Atlantik. Neue Erinnerungen an die Passagierschiffe BERLIN, BREMEN und EUROPA des Norddeutschen Lloyd. Hauschild Verlag, Bremen, 2006. ISBN 978-389757-339-0
  58. ^ Focke, Harald: Bremens letzte Liner. Die großen Passagierschiffe des Norddeutschen Lloyd nach 1945. Hauschild Verlag, Bremen 2002, ISBN 3-89757-148-X

[edit] External links

Wikimedia Commons has media related to: Norddeutscher Lloyd
Retrieved from "http://en.wikipedia.org/wiki/Norddeutscher_Lloyd"
Personal tools
Namespaces
Variants
Actions
Navigation
Interaction
Toolbox
Print/export
Languages