SS Normandie

   SS Normandie was an ocean liner built in Saint-Nazaire, France for the French Line Compagnie Générale Transatlantique. The beginnings of Normandie can be traced to the Roaring Twenties when shipping companies began looking to replace veterans such as the RMS Mauretania which had first sailed in 1907. Those earlier ships had been designed around the huge numbers of steerage-class immigrants from Europe to the United States. When the U.S. closed the door on most immigration in the early 1920s, steamship companies ordered vessels built to serve upper-class tourists instead, particularly Americans who traveled to Europe for alcohol-fueled fun during Prohibition. Companies like Cunard and the White Star Line planned to build their own superliners to rival newer ships on the scene; such vessels included the record-breaking Bremen and Europa, both German. The French Line began to plan its own superliner.

   The French Line's flagship was the Ile de France, which had modern Art Deco interiors but conservative hull design. The designers of the new French superliner intended to construct their new ship similar to French Line ships of the past but then they were approached by Vladimir Yourkevitch, a former ship architect for the Imperial Russian Navy, who had emigrated to France before the revolution. His ideas included a slanting clipper-like bow and a bulbous forefoot beneath the waterline, in combination with a slim hull. Yourkevitch's concepts worked wonderfully in scale models which supported his design's performance advantages. The French engineers were impressed and asked Yourkevitch to join their project. Reportedly, he also approached the Cunard Line with his ideas but was rejected because the bow was deemed too radical.

   The French Line commissioned artists to create posters and publicity for the liner. One of the most famous posters was by Adolphe Mouron Cassandre, who was also a Russian emigrant to France. Another cutaway diagram by Albert Sébille, 15 feet long, detailed the interior layout and is displayed in the Musée national de la Marine in Paris.

   Work began on the unnamed flagship in January 1931, soon after the stock market crash of 1929. While the French continued construction, the competing White Star Line's ship (intended as Oceanic) – started before the crash – was cancelled and the Cunard ship put on hold. French builders also ran into difficulty and had to ask for government money; this subsidy was questioned in the press. Still, building was followed by newspapers and national interest was deep, as she was designed to represent France in the nation-state contest of the great liners and was built in a French shipyard using French parts.

   On 29 October 1932 – three years to the day after the stock market crash – Normandie was launched in front of 200,000 spectators. The 27,567 ton hull that slid into the Loire River was the largest launched and the wave crashed into a few hundred people, but with no injury. Normandie was outfitted until early 1935, her interiors, funnels, engines, and other fittings put in to make her into a working vessel. Finally, in May 1935, Normandie was ready for trials, which were watched by reporters. The superiority of Vladimir Yourkevitch's hull was visible: hardly a wave was created off the bulbous bow. The ship reached a top speed of 32.125 knots (59.496 km/h) and performed an emergency stop from that speed in 1,700 meters.

  In addition to a novel hull which let her to attain her speed at for less power than other big liners, Normandie was filled with technical feats. She had turbo-electric engines, chosen for their ability to allow full reverse power, and according to French Line officials quieter, more easily controlled, and maintained. The engine installation was heavier than conventional turbines and slightly less efficient at high speed but allowed all propellers to operate even if one engine was shut. This system also made it possible to do away with astern turbines An early form of radar was installed.

  The luxurious interiors were designed in Art Déco and Streamline Moderne style. Many sculptures and wall paintings made allusions to Normandy, the province of France for which Normandie was named.  

  Drawings and photographs show a series of vast public rooms of great elegance. Normandie's voluminous interior spaces were made possible by having the funnel intakes split to pass along the sides of the ship, rather than straight upward.

  Most of the public space was devoted to first-class passengers, including the dining room, first-class lounge, grille room, first class swimming pool, theatre and winter garden. The first class swimming pool featured staggered depths, with a shallow training beach for children. The children's dining room was decorated by Jean de Brunhoff, who covered the walls with Babar the Elephant and his entourage.

  Normandie's maiden voyage was on 29 May 1935. Fifty thousand saw her off at Le Havre on what was hoped would be a record-breaking crossing. Normandie reached New York after four days, three hours and 14 minutes, taking way the Blue Riband from the Italian liner, Rex.

   Normandie had a successful year but RMS Queen Mary, Cunard's superliner, entered service in the summer of 1936. Cunard said the Queen Mary would surpass 80,000 tons. At 79,280 tons, Normandie would no longer be the world’s largest. French Line increased Normandie’s size, mainly through the addition of an enclosed tourist lounge on the aft boat deck. Following these and other alterations, Normandie was 83,423 gross tons. Exceeding the Queen Mary by 2,000 tons, she would remain the world’s largest in terms of overall measured gross tonnage. However in August that year, Queen Mary captured the Blue Riband, averaging 30.14 knots (55.82 km/h), starting fierce rivalry. The Normandie held the size record until the arrival of RMS Queen Elizabeth (83,673 gross tons) in 1940.

   In July 1937 Normandie regained the Blue Riband, but the Queen Mary took it back next year. After this the captain of Normandie sent a message saying "Bravo to the Queen Mary until next time!" This rivalry could have gone on into the 1940s but was ended by World War II.

  The war found Normandie in New York. Soon the Queen Mary, later refitted as a troop ship, docked nearby. Then the RMS Queen Elizabeth joined the Queen Mary. For two weeks the three largest liners in the world floated side by side. In 1940, after the Fall of France, the United States seized the Normandie under the right of angary. By 1941, the U.S. Navy decided to convert Normandie into a troopship, and renamed her USS Lafayette (AP-53), in honor both of Marquis de la Fayette the French general who fought on the Colonies' behalf in the American Revolution and the alliance with France that made American independence possible. Earlier proposals included turning the vessel into an aircraft carrier, but this was dropped in favor of immediate troop transport. The ship was moored at Manhattan's Pier 88 for the conversion. On February 9, 1942, sparks from a welding torch ignited a stack of thousands of life vests filled with kapok, a highly flammable material, that had been stored in the first-class dining room.   The woodwork had not yet been removed, and the fire spread rapidly. The ship had a very efficient fire protection system but it had been disconnected during the conversion and its internal pumping system was deactivated. The New York City fire department's hoses also did not fit the ship's French inlets.

  As firefighters on shore and in fire boats poured water on the blaze, the ship developed a dangerous list to port due to water pumped into the seaward side by fireboats. About 2:45am on February 10, Lafayette capsized, nearly crushing a fire boat.

  The ship's designer Vladimir Yourkevitch arrived at the scene and offered expertise, but he was barred by harbor police. His suggestion was to enter the vessel and open the sea-cocks. This would flood the lower decks and make her settle the few feet to the bottom. With the ship stabilised, water could be pumped into burning areas without the risk of capsize. However, the suggestion was denied by port director Admiral Adolphus Andrews.

  The ship was stripped of superstructure and righted in 1943 in the world's most expensive salvage operation. The cost of restoring her was subsequently determined to be too great. After neither the US Navy nor French Line offered, Yourkevitch proposed to cut the ship down and restore her as a mid-sized liner. This failed to draw backing and the hulk was sold for $161,680 to Lipsett Inc., an American salvage company. She was scrapped on October 1946.