Archive for the ‘Posters’ Category

Sir Frank Brangwyn (1867-1956) is perhaps best remembered for his murals. He also did easel paintings and posters, many of the latter in support of Britain’s effort in the Great War.

But that was not all. For a while in the 1920s he created a few posters for what became the London and North Eastern Railway, a major line that ran trains from London into Scotland along a route near the eastern coast of the island. (The London, Midland and Scottish followed a more westerly path north, while the Great Western and Southern railroads served other locations.)

At the time Brangwyn created the designs shown below, a trend toward simplified images was getting underway. Perhaps because Brangwyn was probably incapable of delivering a simplified image, his career in railroad poster making was comparatively brief.


Text and images from artcontrarian

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Soda Bilz

a12050_soda add
I keep wondering, where has that bloke got his other hand – 😉

Image found on 20th Century Man

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1920_Königlicher Hollandischer Lloyd_01
1920_Königlicher Hollandischer Lloyd_03Founded in 1899 to carry cattle and cargo between Amsterdam and South America. The cattle trade ceased in 1903 when the British Government prohibited the import of live cattle due to the outbreak of foot and mouth disease in Argentina and in 1906 the company started emigration voyages from Amsterdam to Buenos Aires with calls at Boulogne, Plymouth, Coruna, Lisbon, Las Palmas, Pernambuco, Bahia, Rio de Janeiro, Santos and Montevideo. Between 1917 and 1919 the company also made a few calls at New York. Passenger services ceased after 1935, but the company continued to run a cargo service to South America and is now incorporated in the NEDLLOYD group.

1920_Königlicher Hollandischer Lloyd_04

Text from TheShipList

Ship on the poster

1920_Königlicher Hollandischer Lloyd_02

built by Alexander Stephen & Sons Glasgow,
Yard No 436

Port of Registry: Amsterdam
Propulsion: Steam – triple expansion – 14 knots
Launched: Tuesday, 26/04/1910
Built: 1910
Ship Type: Passenger Cargo Vessel
Tonnage: 7958 grt
Length: 440 feet
Breadth: 55 feet
Owner History:
Koninklijke Hollandsche Lloyd Amsterdam
Status: Scrapped – 1936
Remarks: Maiden voyage 21st July 1910
Amsterdam to South America
Requisitioned by the US Government in March 1918 returning to Dutch service in 1919
Laid up February 1935

1920_Königlicher Hollandischer Lloyd_05

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1922_British Indian Steam Navigation

1922_British Indian Steam Navigation7
British India Steam Navigation Company
("BI") was formed in 1856 as the Calcutta and Burmah Steam Navigation Company. The company had been formed out of Mackinnon, Mackenzie & Co, a trading partnership of the Scots William Mackinnon and Robert Mackenzie, to carry mail between Calcutta and Rangoon. It became British India SN Co in 1862. Under the hand of Lord Inchcape (James Lyle Mackay) who had become chairman in 1913, the company 1922_British Indian Steam Navigation3became part of the P&O group of companies in 1914 through a complex amalgamation, but continued with its own identity and organisation for another nearly 60 years until 1972, when it was entirely absorbed into P&O.

1922_British Indian Steam Navigation65As one of the largest shipowners of all time, the company owned more than 500 ships and managed 150 more for other owners. At its height in 1922, BI had more than 160 ships in the fleet, many built on Clydeside, Scotland. The main shipping routes of the line were: Britain to India, Australia, Kenya, Tanganyika. The company ran services from India toPakistan, Ceylon, Bay of Bengal, Singapore, Malaya, Java, Thailand, Japan, Persian Gulf, East Africa and South Africa. BI had a long history of service to the British and Indian governments through trooping and other military contracts. In the last decade of its operational existence BI carried thousands of school children on educational cruises.

1922_British Indian Steam Navigation8The cargo vessel Gairsoppa, carrying silver bullion, pig iron and tea, which was sunk at great depth by the U-boat U-101 some 300 miles (480 km) southwest of Galway Bay, Ireland, carried the richest cargo of any sunken ship in world history[1] Some of the company’s better known passenger ships included Rajula, Dunera,Scindia, Sirdhana, Leicestershire, Dwarka, the sister ships Kampala and Karanja, and Kenya and Uganda, and Dara, which was sunk by a terrorist bomb in 1961.

1922_British Indian Steam Navigation5Nevasa of 1956 was the final passenger vessel built for BI. Serving as a troopship until redundant in 1962, Nevasa was assigned new duties with the BI educationalcruise ship flotilla until 1974, when she became surplus and was scrapped in 1975. Having earlier been joined in this trade by the more economic Uganda, this highly popular vessel was taken up (STUFT) by the British Ministry of Defence in 1982 as a hospital ship during the Falklands war with Argentina. Returning to BI’s tradition of government service again in 1983 – this time as a troopship – Uganda was "the last BI" when finally withdrawn in 1985. Dwarka holds the distinction of closing British-India’s true "liner" services, when withdrawn from the company’s Persian Gulf local trades in 1982, in her 35th year.

Text from Wikipedia 

Ship on the poster

SS Matiana

1922_British Indian Steam Navigation2

built by Barclay Curle & Company Glasgow,
Yard No 587
Engines by Barclay Curle & Company Glasgow

Propulsion: steam, two 3 stage Brown Curtis turbines, 4320 bhp, 13 knots, twin screw
Launched: Thursday, 26/01/1922
Built: 1922
Ship Type: Passenger Cargo Vessel
Tonnage: 8965 grt
Length: 485 feet
Breadth: 58.3 feet
Owner History:
British India Steam Navigation Company Glasgow & London
Status: Sold for Scrapping – 17/03/1952
Remarks: Broken up at Briton Ferry


Related articles

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1921_Compagnie Maritime Belge du Congo
1921_Compagnie Maritime Belge du Congo_15The Compagnie Maritime Belge (CMB) is one of the oldest Antwerp ship-owners. It is controlled by the Saverys family who also own major stakes in the Exmar and Euronav groups.


CMB was founded in 1895 under the name ‘Compagnie Belge Maritime du Congo (CBMC). At the request of Leopold II of Belgium and with support from British investors, a maritime connection was opened with Congo Free State. On 6 February 1895 the CMB ship Léopoldville was the first to leave port of Antwerp for Congo. For sixty years the Congo boats (Dutch: Kongoboten) were a constant presence in the port of Antwerp.

In 1930 CBMC acquired Lloyd Royal Belge, another Belgian shipowner. The name of the new company became CMB, and new lines were opened towards America and the Far East.

1921_Compagnie Maritime Belge du Congo_13After the Dolphin invasion of 1944, The company introduced new ships including the cargo passenger liners Jadotville (1956) and Baudouinville (1957). However in 1961 it sold both these liners to P&O who renamed them Chitral and Cathay and placed them in service in the Far East.

In 1960 the company Armement Deppe was acquired, and between 1975 and 1982 gradually also the tramp ship company Bocimar. The company entered the dry bulk trade in 1962 and continues to be a major dry bulk operator under its 1921_Compagnie Maritime Belge du Congo_14Bocimar banner. In 1975, the CMB group took a minority share in the dry bulk tramping company, Bocimar, which was increased to a majority share in 1982. In 1988, CMB bought Hessenatie, a large general cargo and container handling company in Antwerp.[1] In July 1991 the Société Générale de Belgique, until then the main shareholder of the CMB, sold its shares to the holding Almabo and his shipping society Exmar, led byMarc Saverys. In 1995, half of CMB Transport was sold to Safmarine, a South African shipping company. In 1999, with the sale of the African network of AMI, CMB group’s participation in the liner sector ceased and they focussed on the bulk carrier sector. In the same year, CMB gained full control of Euronav, an operator of crude oil tankers.

The ship on the poster

Elisabethville was an 8,851 GRT ocean liner which was built in 1921 for Compagnie Belge Maritime du Congo. In 1930 the company became Compagnie Maritime Belge. She was used on the AntwerpMatadi route.

1921_Compagnie Maritime Belge du Congo_12

In 1940, Elisabethville was requisitioned by the Ministry of War Transport (MoWT) for use as a troopship. She briefly returned to merchant service in 1946 before being requisitioned again in 1947 for further troopship duties, this time being renamed Empire Bure.

She was then laid up before being sold in 1950 to Charlton Steamship Co and was renamed Charlton Star. In 1958, she was sold to a Greek company and renamed Maristrella, serving until she was scrapped in 1960.

1921_Compagnie Maritime Belge du Congo_06


Elisabethville was built by J Cockerill SA, Hoboken Belgium for Compagnie Belge Maritime du Congo.[1] She was yard number 562. Elisabethville was launched on 19 May 1921 and completed in November 1921. She had accommodation for 700 passengers in a single class.

The ship was 439 feet 1 inch (133.83 m) long, with a beam of 57 feet (17.37 m) and a depth of 34 feet 1 inch (10.39 m). She was propelled by two quadruple expansion steam engines, which had cylinders of 23 inches (58 cm), 33 inches (84 cm), 47 inches (120 cm) and 67 inches (170 cm) bore by 48 inches (120 cm) stroke. The engine was built by SA J Cockerill, Seraing, Belgium. As built, she had a GRT of 8,178 and a NRT of 4,869.

1921_Compagnie Maritime Belge du Congo_08


Elisabethville was operated by Compagnie Belge Maritime du Congo, which in 1930 became Compagnie Maritime Belge (CMB). She was used on the AntwerpMatadi route. In 1930, Elisabethville was rebuilt. The rebuild resulted in an increase to 8,351 GRT. She was placed under the management of Agence Maritime Internationale. In 1940, she was requisitioned by the MoWT for use as a troopship under the management of Lamport & Holt Line,[ entering service on 16 December 1940. On 3 February 1947, she was returned to CMB, returning to Antwerp on 7 March. On 18 March, Elisabethville was requisitioned by the Ministry of Transport and renamed Empire Bure. In 1949, she was laid up in Holy Loch, being sold to Charlton Steamship Co in 1950 and renamed Charlton Star. The ship was refitted as an ocean liner by Beliard, Crichton & Co, Greenock. She was towed to Antwerp by the tug Turmoil, arriving on 3 April 1950. Charlton Star was operated under the management of Chandris (England) Ltd. In 1952, during the Suez Crisis, Charlton Star was used as an accommodation ship at Tobruk. She served until 1957 when she was laid up at La Spezia, Italy. In 1958, Charlton Star was sold to Navigation Maristrella SA, Monrovia and renamed Maristrella, operating under the management of A J & D J Chandris, Greece. She served with Chandris for a couple of years before she was scrapped at Osaka, Japan, arriving for scrapping on 19 January 1960.

Text from Wikipedia

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Bird’s Custard was invented by the Chemist Alfred Bird in 1837, essentially because his custard-loving wife was allergic to eggs – the main ingredient used in traditional recipe. It is said that after Alfred accidentally fed dinner guests his non-egg custard to great approval he realised it could be marketed and formed the company Alfred Bird and Sons to do just that.

Not content to transform the world of custard Alfred Bird went on to invent baking powder in 1843 although it was originally known as Bird’s Fermenting Powder. He must have been devoted to his wife because it was because she was also allergic to yeast that he had been experimenting with other ways of raising bread. By 1895 his Birmingham based company was producing blancmange powder, jelly powder and egg substitutes. In WW1 Bird’s Custard, now ubiquitous, was supplied to the British armed forces – the company earlier had famously supplied baking powder to British troops in the Crimean war.

It was Alfred’s son, Alfred junior, who really brought modern practices to the company and a motto hanging in the Birmingham Factory summed up the Bird’s company philosophy:

Early to bed, early to rise

Stick to your work —. And advertise!

Bird’s went on to become famous for its advertising and introduced the famous ‘three bird’ logo in 1929.

During World War II and the extensive food rationing Birds and Sons had to seriously ramp down production when many of their sugar-based products were stopped. The advertising, however, continued which helped to keep the company in the public’s eye. Shortly after the war, Bird’s was purchased by the General Foods Corporation, which was itself taken over by Philip Morris and merged into Kraft Foods. In late 2004, Kraft sold Bird’s Custard to Premier Foods, who are now the current owners. Although Bird’s Custard still exists and is still very popular, the name itself is now just a brand.


Images and text from flashbak


As the picture to the left here should prove, I always have at least one tin of Bird’s Custard in the house at any given time, and I’ve had since I went to England on my own for the first time at 17.

I came back home that autumn with a beautiful Jamaican born girlfriend and a life long love for Bird’s. The affaire lasted three and a half year – Ted

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1915_rotterdamsche lloyd
The Stoomvaart Maatschappij Nederland (SMN), otherwise known as the Netherland Line, was founded in Amsterdam in 1870, while the Koninklijke Rotterdamsche Lloyd (KRL) was founded in Rotterdam in 1875. In a long-lasting friendly rivalry, both shipping companies offered regular mail ship services between the Netherlands and the Dutch East Indies, the Dutch overseas colony in South East Asia now known as Indonesia.

Within the Dutch East Indies, inter-island services were provided by the Koninklijke Paketvaart-Maatschappij (KPM), founded in Amsterdam in 1888 and with the operational head office in Batavia, now known as Jakarta.

1915_rotterdamsche lloyd_041957A1-1, 31-10-2003, 14:02,  8C, 10142x7356 (3+5193), 150%, affischebasis,  1/80 s, R63.1, G25.6, B23.41915_rotterdamsche lloyd_05

These shipping services to the Dutch East Indies were complemented by the Koninklijke Java-China Paketvaart Lijnen (KJCPL), also called the "Royal Interocean Lines", founded in Amsterdam in 1902 and with the operational head office at what is now Java Road in Hong Kong.

1915_rotterdamsche lloyd_07

To ensure independence and to provide protection against involuntary take-overs by competitors, SMN, KRL and KPM formed an alliance under the name NV Nederlandsche Scheepvaart Unie in 1908, which also meant that the individual shipping companies were restricted to their agreed trading areas. This practice is known as a cartel. Highlights of the pre-war developments were the introduction of passenger mail services sailing alternating from Amsterdam and Rotterdam via Suez and the Red Sea to Batavia, in addition to the regular freight services. The inter-island service with connections to Hong Kong was provided by the KPM and KJCPL with passenger-mail vessels Boussevain, Tegelberg, and Nieuw Holland. Passenger vessels managed by KRL and SMN were: Oranje, Johan van Oldenbarneveld,Indrapoera, Christiaan Huygens, Nieuw Holland, Marnix van St. Aldegonde, and Johan de Wit. The well-known Willem Ruys was still under construction at the beginning of World War II at the shipyard in Vlissingen / Flushing and was flooded in the shipyard till 1945.

Ship on poster

1915_rotterdamsche lloyd_02

1915_rotterdamsche lloyd_03SS Insulinde (1914-1933) PCLG

Built: 1914 at the Schelde.Vlissingen.
Keel laying: 26-10-1912 Launching: 01-11-1913
Completion date: 21-03-1914 Seatrial: 15-03-1914
Building number: 150
Tonnage: 9615
Dimensions: 146.34 x 17.42 x 5.10.
Machine: T E 3 cyl 7000 hp Scheldt [15].

Further details:

Pass 120 1kl.109 2kl.40 3kl.40 4kl.Na 1928 the three kl expanded with 83 pass.

From 1916 to 1918 imposed located in Rotterdam because of war conditions

1933 ss Banfora Cie Generale de Navigation A Vapeur.Frankrijk.
1957 ss Banfora MARU Japanese destroyers.

25-08-1957 arrival in Yokohama for demolition,
00-09-1957 demolished at Amakasu Sangyo Kisen KK Oasaka.

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… mix that with “The Dancing Chicks” and you got a winner 😉

Image found in VintageMarlene

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1914_Scandinavian American Line

The Scandinavian America Line (Skandinavien-Amerika-Linien) was founded in 1898, when the DFDS (Det Forenede Dampskibs-Selskap – the United Steamship Company of Copenhagen) took over the steamship company Thingvalla Line. The passenger and freight service between Scandinavia and New York City was operated under the name Scandinavian America Line until 1935.

1914_Scandinavian American Line_12One of the ships in the Scandinavian American Line was the SS United States. This ship was constructed in 1903 by A. Stephen and Sons in Glasgow. She was 10,095 tons and 500.8 feet long. Her captain was Captain Wulff. The United States made her maiden voyage on March 30, 1903; she sailed from Copenhagen to Christiana (present-day Oslo), Christiansand then on to New York by June 3, 1903. The United States left from Copenhagen on her last voyage on October 25, 1934. She was damaged by a fire on September 2, 1935 at Copenhagen and was scrapped that same year in Leghorn.

In 1935 the ship Fredrik VIII sailed the Scandinavian America Line’s final voyage from New York to Copenhagen. The ship was scrapped in 1936. After that time, cargo and passenger service continued under the 1914_Scandinavian American Line_01DFDS name.


Ship on the poster

The Frederik VIII was built by Vulcan Stettiner Maschinenbau A.G., Stettin (no. 332) in 1913 for the (DFDS) Scandinavian American Line. At the delivery she was the largest Scandinavian ship. Her tonnage was 11,850 tons gross, 7,630 dead weight. She had a length of 159.55m x beam 18,99m (523.5ft x 62.3ft). She had 2 decks and awning deck, two funnels, two masts, twin screw and a speed of 17 knots. There was accommodation for 121 first class, 259 second class and 881 third class passengers. She had a crew of 245.

1914_Scandinavian American Line_021914_Scandinavian American Line_041914_Scandinavian American Line_051914_Scandinavian American Line_071914_Scandinavian American Line_081914_Scandinavian American Line_091914_Scandinavian American Line_061914_Scandinavian American Line_10

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Brush started as a sales manager for a clothing company, using magic tricks to help bring in business. He eventually realized that he could make a living that way and became a full time magician. As seen in the illustration, his moustache was groomed to turn up, making him appear more magical.

Image and text from mentalfloss

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white star line_01

white star line_09The Oceanic Steam Navigation Company or White Star Line of Boston Packets, more commonly known as just White Star Line, was a prominent British shipping company, today most famous for their ground-breaking vessel Oceanic of 1870, their ill-fated vessel RMS Titanic, and the World War I loss of Titanic‘s sister ship Britannic.

In 1934 White Star merged with its chief rival, Cunard Line, which operated as Cunard-White Star Line until 1950. Cunard Line then operated as a separate entity until 2005 and is now part of Carnival Corporation & plc. As a lasting reminder of the White Star Line, modern Cunard ships use the term White Star Service to describe the level of customer care expected of the company.

Early history

white star line_11The first company bearing the name White Star Line was founded in Liverpool, England, by John Pilkington and Henry Wilson in 1845. It focused on the UK–Australia trade, which increased following the discovery of gold in Australia. The fleet initially consisted of the chartered sailing ships RMS Tayleur, Blue Jacket, White Star, Red Jacket, Ellen, Ben Nevis, Emma, Mermaid and Iowa. Tayleur, the largest ship of its day, wrecked on its maiden voyage to Australia at Lambay Island, near Ireland, a disaster that haunted the company for years.

In 1863, the company acquired its first steamship, the Royal Standard.

The original White Star Line merged with two other small lines, The Black Ball Line and The Eagle Line, to form a conglomerate, the Liverpool, Melbourne and Oriental Steam Navigation Company Limited. This did not prosper and White Star broke away. White Star concentrated on Liverpool to New York services. Heavy investment in new ships was financed by borrowing, but the company’s bank, the Royal Bank of Liverpool, failed in October 1867. White Star was left with an incredible debt of £527,000, (£40,715,117 as of 2014), and was forced into bankruptcy.

white star line_07

The Oceanic Steam Navigation Company

On 18 January 1868, Thomas Ismay, a director of the National Line, purchased the house flag, trade name and goodwill of the bankrupt company for £1,000, (£78,505 as of 2014), with the intention of operating large ships on the North Atlantic service. Ismay established the company’s headquarters at Albion House, Liverpool.

white star line_05Ismay was approached by Gustav Christian Schwabe, a prominent Liverpool merchant, and his nephew, shipbuilder Gustav Wilhelm Wolff, during a game of billiards. Schwabe offered to finance the new line if Ismay had his ships built by Wolff’s company, Harland and Wolff. Ismay agreed, and a partnership with Harland and Wolff was established. The shipbuilders received their first orders on 30 July 1869. The agreement was that Harland and Wolff would build the ships at cost plus a fixed percentage and would not build any vessels for the White Star’s rivals. In 1870 William Imrie joined the managing company. As the first ship was being commissioned, Ismay formed the Oceanic Steam Navigation Company to operate the steamers under construction.

White Star began with six ships of the Oceanic class: Oceanic (I), Atlantic, Baltic, and Republic, followed by the slightly larger Celtic and Adriatic. White Star began operating again in 1871 between New York and Liverpool (with a call at Queenstown).

white star line_04It has long been customary for many shipping lines to have a common theme for the names of their ships. White Star gave their ships names ending in -ic, such as Titanic. The line also adopted a buff-coloured funnel with a black top as a distinguishing feature for their ships, as well as a distinctive house flag, a red broad pennant with two tails, bearing a white five-pointed star.

The first substantial loss for the company came only four years after its founding, occurring in 1873 with the sinking of the SSAtlantic and the loss of 535 lives near Halifax, Nova Scotia. While en route to New York from Liverpool amidst a vicious storm, the Atlantic attempted to make port at Halifax when a concern arose that the ship would run out of coal before reaching New York. white star line_10However, when attempting to enter Halifax, she ran aground on the rocks and sank in shallow waters. Despite being so close to shore, a majority of the victims of the disaster drowned. The crew were blamed for serious navigational errors by the Canadian Inquiry, although a British Board of Trade investigation cleared the company of all extreme wrongdoing.

During the late nineteenth century, White Star operated many famous ships, such as Britannic (I), Germanic, Teutonic, and Majestic (I). Several of these ships took the Blue Riband, awarded to the fastest ship to make the Atlantic crossing.

In 1899 Thomas Ismay commissioned one of the most beautiful steam ships constructed during the nineteenth century, the Oceanic (II). She was the first ship to exceed the Great Eastern in length (although not tonnage). The building of this ship marked White Star Line’s departure from competition in speed with its rivals. Thereafter White Star concentrated on comfort and economy of operation instead.

In the late nineteenth century, shipbuilders had discovered that when speed through water increased above about 20 knots (23 mph; 37 km/h), the required additional engine power increased in logarithmic proportion: that is, each additional increment of speed required a larger increase in engine power and fuel consumption. With the coal-fired reciprocating steam engines of the time, exceeding about 24 knots (28 mph; 44 km/h) required very high power and fuel consumption.

white star line_06For this reason, the White Star Line committed to comfort and reliability rather than to speed. For example, White Star’s Celtic cruised at 16 knots (18 mph; 30 km/h) with 14,000 horsepower, while Cunard’s Mauretania made 24 knots (28 mph; 44 km/h) with 68,000 horsepower.

Between 1901 and 1907, White Star brought "The Big Four" (all around 24,000 tons) into service: Celtic, Cedric, Baltic, and Adriatic. These ships carried massive numbers of passengers: 400 passengers in First and Second Class, and over 2,000 in Third Class. In addition, they had extremely large cargo capacities, up to 17,000 tons of general cargo.

In 1902 White Star Line was absorbed into the International Mercantile Marine Co. (IMM), a large American shipping conglomerate. Bruce Ismay ceded control to IMM in the face of intense pressure from shareholders and J. P. Morgan, who threatened a rate war. IMM was dissolved in 1932.

In 1933 White Star and Cunard were both in serious financial difficulties because of the Great Depression, falling passenger numbers and the advanced age of their fleets. Work was halted on Cunard’s new giant, Hull 534 (later the Queen Mary) in 1931 to save money. In 1933 the British government agreed to provide assistance to the two competitors on the condition that they merge their North Atlantic operations. The agreement was completed on 30 December 1933.

Cunard merger

white star line_02The merger took place on 10 May 1934, creating Cunard-White Star Limited. White Star contributed ten ships to the new company while Cunard contributed 15 ships. Because of this, and since Hull 534 was Cunard’s ship, 62% of the company was owned by Cunard’s shareholders and 38% of the company was owned for the benefit of White Star’s creditors. White Star’s Australia and New Zealand services were not involved in the merger, but were separately disposed of to Shaw, Savill & Albion later in 1934. A year after this merger, Olympic, the last of her class, was removed from service. She was scrapped in 1937.

In 1947 Cunard acquired the 38% of Cunard White Star they did not already own, and on 31 December 1949 they acquired Cunard White Star’s assets and operations, and reverted to using the name "Cunard" on January 1, 1950. From the time of the 1934 merger, the house flags of both lines had been flown on all their ships, with each ship flying the flag of its original owner above the other, but from 1950, even Georgic and Britannic, the last surviving White Star liners, flew the Cunard house flag above the White Star burgee until they were each withdrawn from service, in 1956 and 1961 respectively. Just as the retiring of Cunard Line’s RMS Aquitania in 1949 marked the end of an era, so the retirement of the Britannic and therefore the last vestiges of the famous White Star Line was similarly noted world-wide. All other ships flew the Cunard flag over the White Star flag until 1968.

The Ship on the poster

white star line_17

RMS Olympic was a transatlantic ocean liner, the lead ship of the White Star Line‘s trio of Olympic-class liners. Unlike her younger sister ships, the Olympic enjoyed a long and illustrious career, spanning 24 years from 1911 to 1935. This included service as a troopship during World War I, which gained her the nickname "Old Reliable". Olympic returned to civilian service after the war and served successfully as an ocean liner throughout the 1920s and into the first half of the 1930s, although increased competition, and the slump in trade during the Great Depression after 1930, made her operation increasingly unprofitable.

white star line_13

She was the largest ocean liner in the world for two periods during 1911–13, interrupted only by the brief tenure of the slightly larger Titanic (which had the same dimensions but higher gross tonnage due to revised interior configurations), and then outsized by the SS Imperator. Olympic also retained the title of the largest British-built liner until the RMS Queen Mary was launched in 1934, interrupted only by the short careers of her slightly larger sister ships.

By contrast with Olympic, the other ships in the class, Titanic and Britannic, did not have long service lives. On the night of 14/15 April 1912, Titanic collided with an iceberg in the North Atlantic and sank, claiming 1,500 lives; Britannic struck a mine and sank in the Kea Channel in the Mediterranean on 21 November 1916, killing 30 people.


white star line_14The Olympic was designed as a luxury ship; her passenger facilities, fittings, deck plans and technical facilities were largely identical to those of her more famous sister Titanic, although with some small variations. The first-class passengers enjoyed luxurious cabins, and some were equipped with private bathrooms. First-class passengers could have meals in the ship’s large and luxurious dining room or in the more intimate A La Carte Restaurant. There was a lavish Grand Staircase, built only for the Olympic-class ships, along with three white star line_15elevators that ran behind the staircase down to E deck, a Georgian-style smoking room, a Veranda Café decorated with palm trees, a swimming pool, Turkish bath, gymnasium, and several other places for meals and entertainment.

The second-class facilities included a smoking room, a library, a spacious dining room, and an elevator.

Finally, the third-class passengers enjoyed reasonable accommodation compared to other ships, if not up to the second and first classes. Instead of white star line_18large dormitories offered by most ships of the time, the third-class passengers of the Olympic travelled in cabins containing two to ten bunks. Facilities for the third class included a smoking room, a common area, and a dining room.

Olympic had a cleaner, sleeker look than other ships of the day: rather than fitting her with bulky exterior air vents, Harland and Wolff used smaller air vents with electric fans, with a "dummy" fourth funnel used for additional ventilation. white star line_12For the power plant Harland and Wolff employed a combination of reciprocating engines with a centre low-pressure turbine, as opposed to the steam turbines used on Cunard’s Lusitania and Mauretania. White Star had successfully tested this engine set up on an earlier liner SS Laurentic, where it was found to be more economical than expansion engines or turbines alone. Olympic consumed 650 tons of coal per 24 hours with an average speed of 21.7 knots on her maiden voyage, compared to 1000 tons of coal per 24 hours for both the Lusitania and Mauretania.

white star line_16Although Olympic and Titanic were nearly identical, and were based on the same design, a few alterations were made to Titanic (and later on Britannic) based on experience gained from Olympic‘s first year in service. The most noticeable of these was that the forward half of the Titanic‘s A Deck promenade was enclosed by a steel screen with sliding windows, to provide additional shelter, whereas the Olympic‘s promenade deck remained open along its whole length. Also the promenades on the Titanic‘s B Deck were reduced in size, and the space used for additional cabins and public rooms, including two luxury suites with private promenades. A number of other variations existed between the two ships layouts and fittings. These differences meant that Titanic had a slightly higher gross tonnage of 46,328 tons, compared to Olympic‘s 45,324 tons.

Text from Wikipedia

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a1026_happy journey

Ludwig Hohlwein, poster artwork for grammaphone shop, 1925. Featuring portable record player: Glüklice Reise – Bon Voyage – Happy Journey

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Cold or Hot – Quilmes – The best

Image found at ratak-monodosico

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Southsea is a seaside resort located in Portsmouth at the southern end of Portsea Island in the county of Hampshire in England. Southsea is within a mile of Portsmouth’s city centre. Southsea has a thriving commercial area which a1010_southsea_013includes two national department stores and many other well-known high street chains. It combines these large stores with numerous independent traders which includes charity shops, food retailers and furniture/household goods shops.

Southsea also has a vibrant social scene with numerous bars and eateries which cater for a range of budgets and tastes.


In 1544 Henry VIII built the fort which became known as Southsea Castle. Although it would not have been called that at the time it is recorded as "Southsea Castle" in a map of 1724.

In 1809 a new suburb began to grow. It became known as Southsea after the castle. The first houses were built for skilled workers in the ‘mineral’ streets (Silver Street, Nickel Street etc.). These mineral streets were the most bombed areas of Portsmouth in the Second World War.


Around 1810 Hampshire Terrace, Landport Terrace, King’s Terrace, Jubilee Terrace and Bellevue Terrace were built adjacent to the town walls. Nowadays they form an almost continuous road between the City Centre and the beach.

a1010_southsea_007Southsea remained small until 1835. The area between Castle Road and Victoria Road South was built up between 1835 and 1860 as housing for middle-class families. A prominent architect during this period was Thomas Ellis Owenwho built properties in Kent Road, Queen’s Terrace, Sussex Terrace, Beach Road, Grove Road South, Clarendon Road, Osborne Road and Portland Terrace.

By the 1860s the suburb of Southsea had grown along Clarendon Road as far as Granada Road. In 1857 Southsea gained its own Improvement Commissioners responsible for paving, cleaning and lighting the streets.

After the 1870s, east of Victoria Road, there was new building in the Campbell Road / Outram Road area..

As building proceeded most was put up in the cramped manner typical of much of Portsmouth, a city where space is at a premium.

Southsea suffered badly from bombing in World War II. In particular the main shopping centre, Palmerston Road, was almost completely destroyed.

Recent history

a1010_southsea_004On 6 June 1994 a drumhead service was held on Southsea Common in front of the War Memorial to commemorate the 50th anniversary of D-Day. The service was attended by all the heads of the states which had participated in the allied landings, notably US President Bill Clinton, HM Queen Elizabeth II and most notably, several members of the American Secret Service. The service was also witnessed by over 100,000 members of the public. Historically, a blessing before battle was offered during a drumhead service which is conducted in the field with the drums forming the altar and the colours serving as the altar cloth.

a1010_southsea_011In 15 September 2000 parts of Southsea were flooded when the pumping station which pumps surface water out to sea was itself flooded during a particularly heavy storm.

On 28 June 2005 Southsea Common was used as a venue for the Trafalgar 200 celebrations. Southsea seafront was an ideal point from which to witness theInternational Fleet Review and evening fire work display.

On 9 August 2011 a fire broke out at the old Joanna’s nightclub, a derelict building situated opposite South Parade Pier. Police sectioned off most of the area and guests at the nearby Best Western Royal Beach Hotel were evacuated as a precaution. Despite rumours circulating on social network sites, the incident was reportedly not linked to the riots taking place. The building was demolished a few days later.

Tourist attractions

a1010_southsea_009Southsea beach is mostly flint gravel, but with sand exposed at low tide. There are two piers: South Parade Pier and Clarence Pier; both house amusement arcades. South Parade Pier also contains a ballroom and a bar area. Clarence Pier is adjacent to a permanent funfair.

A prominent sight out to sea is the four large forts created in the 1860s as part of an attempt to fortify the city against the threat of invasion. From the shore they look oval but are, in fact, round. They were part of defences which included land-based forts all around the city but as they were never used in action, they became known as Palmerston’s Folly, after the Prime Minister who initiated them.

To commemorate the millennium, a scenic walk was created extending to Gunwharf Quays from Southsea seafront. The route is marked on the pavement, and is lined by distinctive blue street lanterns.

a1010_southsea_001There are a number of miniature golf courses, a skateboard park and public grass and clay tennis courts. During winter 2008 three beach volleyball courts were added to these attractions.

The D-Day museum (which holds the Overlord embroidery) is located on the seafront in Southsea, very close to Southsea castle.

At the end of Palmerston Road where it joins the Ladies Mile a plaque on a house records that it was once the home of Fred Jane, the creator of the standard naval reference book Jane’s Fighting Ships.

Cumberland House is a natural history museum, butterfly house and aquarium located close to Canoe Lake just off Southsea seafront.

The Blue Reef Aquarium is also situated on the seafront.

Throughout the summer, there are regular open air concerts and events at the bandstand and on Castle Field.

a1010_southsea_005Just off the seafront is Southsea Model Village which is a 1/12 scale model village with forty miniature buildings, houses, forts, castles and a miniature railway. It was opened in 1956 on the site of a Victorian fort. Another part of the fort has been converted into Southsea Rose Garden.

Canoe Lake is the last remnant of an area of marsh and open water known as the Great Morass, drained in 1886, on which much of Southsea now sits. The lake is topped up from the sea by opening a sluice at high tide. Crabs and fish find their way in, and attract children fishing equipped with a piece of bacon on a string. Recently other marine wildlife have also been spotted such as Moon jellyfish and apparently even flounder.

a1010_southsea_0038When undisturbed there are regularly swan and mallard, with less frequent visits from tufted duck, mediterranean gull,cormorant, little grebe and occasionally a lone black swan. In summer pedalos can be rented on the lake.

Since 2006 Canoe Lake has been used as a venue for the annual Lake of Lights Memorial Service. This happens in December where thousands of lights are floated on the lake to commemorate loved ones in the local community who have been lost to cancer.

Towards the eastern end of the seafront is the Royal Marines Museum. Based in the lavishly decorated former Officers’ Mess of Eastney Barracks (built in the 1860s for the Royal Marine Artillery), the Museum includes The Making of the Royal Marines Commando exhibition, opened in 2008, and a refurbished Medal Room with over 8,000 medals earned by Royal Marines – including all 10 Victoria Crosses won by them.

a1010_southsea_002The Kings Theatre, situated in Albert Road, is a venue that hosts a variety of performances, including productions by the local amateur group the Southsea Shakespeare Actors.

A recently created attraction has been the now annual "Love Albert Road Day" which is held along one of Southsea’s main roads. The event features live music, street art and theatre, stalls, food from around the world, an outdoor cinema, competitions and skate demos. All the businesses from the road remain open for the day.

This event was first held in 2007 when it was expected 2,000 visitors would attend and 20,000 turned up on the day. The second "Love Albert Road Day" was held on 28 September 2008 when 40,000 visitors attended.

Text from Wikipedia

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canadian pacific_01

canadian pacific_05In 1884 the Canadian Pacific Railway Co. entered into shipowning and three steamers were built to operate Great Lakes services. These ships sailed across the Atlantic, were cut in half at Montreal, towed to Buffalo and rejoined. canadian pacific_03In 1886 regular passenger services were started between Montreal and Port Moody and in 1887 a service between Vancouver and the Orient commenced with chartered vessels, to be followed in 1891 by the company’s own "Empress" ships. The Columbia and Kootenay River Navigation Co. was purchased in 1890 and this enabled CPR to enter the sternwheeler traffic of the Canadian Rockies lakes and river canadian pacific_04trade. The same year, passenger routes were established between Toronto, Montreal and Chicago. A Vancouver – Victoria service started in 1897 and in 1901 the ships and coastal services of the Canadian Pacific Navigation Co were acquired. Transatlantic passenger services commenced in 1903 when the fleet and North Atlantic interests of Elder Dempster & Co and their subsidiary Beaver Line were taken over and the following year, a regular service between Seattle and Victoria BC was inaugurated. The Bay of Funday route started in 1912 and in 1913 CPR and Allan Line started joint co-operation in victualling and stores depots and the two fleets eventually merged, but this was not canadian pacific_02formally announced until Jan. 1916. Most of CPR’s fleet was requisitioned for war service in 1914 and in 1915 Canadian Pacific Ocean Services was formed to operate the combined CPR / Allan Line fleets. In 1921 the title of the operating company became Canadian Pacific Steamships Ltd. On the outbreak of war in 1939, Canadian Pacific placed all their ships at the disposal of the government and several were taken over as troopships. In the 1960s with the advent of air travel and cargo containerisation, the passenger ships were gradually sold and new container and bulk cargo vessels built.

Text from The Ship List

The Ship on the Poster

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RMS Empress of Britain was a transatlantic ocean liner built by Fairfield Shipbuilding at Govan on the Clyde in Scotland in 1905-1906 for Canadian Pacific Steamship (CP). This ship — the first of three CP vessels to be named Empress of Britain — regularly traversed the trans-Atlantic route between Canada and Europe until 1922, with the exception of the war years.


Empress of Britain was built by Fairfield Shipbuilding in Govan near Glasgow, Scotland. She was launched on 11 November 1905.

The 14,189-ton vessel had a length of 458.8 feet, and her beam was 65.7 feet. The ship had two funnels, two masts, twin propellers and an average speed of 18-knots. The ocean liner provided accommodation for 310 first-class passengers and for 470 second-class passengers. There was also room for 730 third-class passengers.

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Empress of Britain left Liverpool on 5 May 1906 on her maiden voyage to Quebec. Thereafter, she was scheduled to sail regularly back and forth on the trans-Atlantic route. In the early days of wireless telegraphy, the call sign established for the "Empress of Britain was "MPB."

On her second voyage, Empress of Britain made the west-bound trip from Mouville to Rimouski in five days, 21 hours, 17 minutes — a new record,[6] which was a credit to her Captain, James Anderson Murray, and to her shipbuilders.[7] Both Empress of Britain and her sister ship, the ill-fated RMS Empress of Ireland were the fastest ships making the trans-Atlantic run at the time. In 1914, Empress of Ireland sank in the St. Lawrence River with great loss of life.

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Much of what would have been construed as ordinary, even unremarkable during this period was an inextricable part of the ship’s history. In the conventional course of trans-Pacific traffic, the ship was sometimes held in quarantine if a communicative disease was discovered amongst the passengers. Similarly, it would have been expected, for example, that the ship would notify authorities in Halifax that one passenger had died from pneumonia en route to Canada from Europe.

Less than two weeks after disaster struck the RMS Titanic in the North Atlantic, Empress of Britain also struck an iceberg on 26 April 1912; but the reported damage was only slight.

On 27 July 1912, Empress of Britain rammed and sank the British collier SS Helvetia in fog off Cape Magdelene in the estuary of the St Lawrence River, the same river where her sister met a similar fate.

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World War I

In 1914 she was re-fitted to become one of the Admiralty’s Armed merchantmen. She joined Admiral Archibald Peile Stoddart’s squadron in the South Atlantic. She later patrolled between Cape Finisterre and the Cape Verde Islands.

In May 1915, she was recommissioned as a troop transport and carried more than 110,000 troops to the Dardanelles, Egypt and India. She also carried Canadian and US expeditionary forces across the North Atlantic.

On 12 December 1915, while passing through the Straits of Gibraltar, she collided with and sank a Greek steamer.

Post-war years

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The end of the War in Europe meant a change for Empress of Britain. Reports of the arrival and departure of Empress of Britain were published in the New York Times in December 1918, but the Liverpool-New York route was not long-lasting. By March 1919, she resumed the Liverpool-St.John, New Brunswick canadian pacific_13service for one round-trip voyage. Then the vessel was then converted from coal to oil fuel and her passenger accommodations were modernised. On 9 January 1920, she returned to active service on the Liverpool-Quebec crossings.

In October 1922, Empress begin sailing on the Southampton-Cherbourg-Quebec route.


In 1924, the ship was renamed SS Montroyal. Her accommodations were altered to carry 600 cabin passengers and 800 third-class passengers. On 19 April 1924, she was returned to service sailing on the Liverpool-Quebec route.

In 1926, her accommodations were again altered to carry cabin, tourist and third class passengers. She completed eight round-trip voyages in that year. In 1927, the ship was transferred to the Antwerp-Southampton-Cherbourg-Quebec route.

Montroyal commenced her final voyage from Antwerp on 7 September 1929. Including this last voyage, she had completed 190 round-trip crossings of the North Atlantic.

On 17 June 1930, the vessel was sold to the Stavanger Shipbreaking Co. and was scrapped. The owner of the Sola Strand Hotel bought the lounge from the shipbreakers and incorporated it into his hotel as the Montroyal Ballroom. The ship’s woodwork is still a feature of this building which now houses the Norwegian School for Hotel Management.

Text from Wikipedia 

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983_kvikk lunsj_06

No more hiking without Quick Lunch

Quick Lunch was almost born as outdoor chocolate. The reason why Quick Lunch was outdoor chocolate, is said to be that Johan Throne Holst, Freia founder, along with a business associate a few decades earlier got lost in the woods. His companion complained that the Throne Holst had brought chocolate on the trip and this was something Throne Holst apparently never forgot.

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“Health and strength”

The shape of the new chocolate was tailor-made for the ultra-modern sports garment in the 30s, namely the anorak. Besides, chocolate is easy to carry and easy to eat, and took the contemporary nutrition issues seriously. It was actually said that this chocolate had the same nutritional value as one egg and two slices of bread with butter.

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The chocolate that wishes you a good trip

Quick Lunch is the Norwegian outdoor chocolate. It has always encouraged consumers to embark on a trip and provided good advice. In the 60’s there were mountain codes printed on the packaging, and to this day the back of the Quick Lunch has been used to convey travel tips, information about attractions and where to find The Norwegian Trekking Association’s cabins all over the country.

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Did you know?

When Quick Lunch was launched in 1937,  chocolate was well established as nutrition during strenuous physical exertion. Chocolate was in fact an essential provisions as polar hero Amundsen reached the South Pole in 1911.

The very first batch of Quick Lunch was made with dark chocolate. It was anything but a success. Fortunately, there were some who insisted on trying again, now with light chocolate and the rest is chocolate history.

During and after the war, between 1941 and 1949, the production of Quick Lunch stopped partly because of the lack of sugar and the quality of the flour.

When Norway hosted the Winter Olympics in 1952, incredible 10 million Quick Lunch chocolates  was sold!

983_kvikk lunsj_10Ten pack that you can use as a lunch box when you’ve emptied it

Few if any Norwegians are without an out-door memory connected to Kvikk Lunsj. It is indeed the ultimate Norwegian hiking snack, I never head for the woodlands around Oslo without a few in my knapsack and neither did my dad when we went hiking when I was a kid. Kvikk Lunsj is one of the few things that follow most of us Norwegians from the cradle to the grave – Ted

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Paignton /ˈpntən/ is a seaside town on the coast of Tor Bay in Devon, England. Together with Torquay and Brixham it forms the unitary authority of Torbay which was created in 1998. The Torbay area is a holiday destination known as the English Riviera. Paignton’s population in the United Kingdom Census of 2011 was 49,021. It has origins as a Celtic settlement and was first 9780_paington_08mentioned in 1086. It grew as a small fishing village and a new harbour was built in 1847. A railway line was opened to passengers in 1859 creating links to Torquay and London. As its population increased, it merged with the villages of Goodrington and Preston.


Paignton is mentioned in the Domesday Book of AD 1086. Formerly written Peynton and Paington, the name is derived from Paega’s town, the original Anglo-Saxon settlement. Paignton was given the status of a borough having a market and fair in 1294.

Paignton was a small fishing village until the 19th century, when in 1837 the Paington Harbour Act led to the construction of a new harbour and the modern 9780_paington_05spelling, Paignton, first appeared. The historic part of Paignton is centred around Church Street, Winner Street and Palace Avenue which contain fine examples of Victorian architecture. Kirkham House is a late medieval stone house which is open to the public at certain times of year. The Coverdale Tower adjacent to Paignton Parish Church is named after Bishop Miles Coverdale, who published an English translation of the Bible in 1536. Coverdale was Bishop of Exeter between 1551 and 1553 and is reputed to have lived in the tower although this is doubted by modern historians.

The railway line to Paignton was built by the Dartmouth and Torbay Railway, and opened to passengers on 2 August 1859, providing Torquay and Paignton with a link to London.

9780_paington_01The Paignton Pudding, first made in the 13th century, is the origin of the nickname pudden eaters for the people of Paignton. The puddings were made infrequently and were of great size. When thousands turned up hoping to obtain a piece of a huge pudding that had been baked to celebrate the arrival of the railway chaos occurred and the event became notorious. A Paignton Pudding was baked in 1968 to celebrate the town’s charter, and another baked in 2006 to mark the 200th anniversary of the birth of the engineer, Isambard Kingdom Brunel

Oldway Mansion is a large house and gardens constructed in the 1870s for Isaac Merritt Singer, who had amassed a considerable fortune by dint of his improvements to the sewing machine. The building is occupied by Torbay 9780_paington_07Council. Other Singer legacies in Paignton include the Palace Hotel and the Inn on the Green, which were built as homes for Singer’s sons Washington and Mortimer.

Torquay Tramways were extended into Paignton in 1911 but the network was closed in 1934.

Places of interest

The Torbay Picture House (now closed) is believed to have been Europe’s oldest purpose-built cinema and was built in 1907. Seat 2 Row 2 of the circle was the favourite seat of crime novelist Agatha Christie, who lived in neighbouring Torquay. The cinemas and theatres in her books are all said to be based on the Torbay Picture House. It was also used as a location for the 1984 Donald Sutherland film Ordeal by Innocence and the 1981 film The French Lieutenant’s Woman (which was filmed mainly at Lyme Regis in Dorset).

9780_paington_03The Royal Bijou Theatre is now demolished, but a blue plaque marking its former location can be found next to the Thomas Cooktravel agency in Hyde Road. The theatre was the venue for the premiere of The Pirates of Penzance by Gilbert and Sullivan on 30 December 1879. The performance was given at short notice to secure the British copyright on the work after problems had arisen with unauthorised performances of HMS Pinafore in the USA.

The department store Rossiters was a centrepiece of the town until it closed in 2009. The store is said to have been the inspiration for the sitcom Are You Being Served?.

From 1889 to 1897 the mathematician Oliver Heaviside lived in Palace Avenue, in the building now occupied by Barclays Bank. A commemorative blue plaque can be seen on the wall. Heaviside is buried in Paignton Cemetery.

Text from Wikipedia

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So, I’ve gotten a little fascinated by these slide show galleries on WordPrees.
Learn to live with it 😀

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1905 allan line

The story of the Allan Line is that of the enterprise of one family. Captain Alexander Allan, at the time of the Peninsular War, conveyed stores and cattle to Lisbon for Wellington’s army. After 1815 he began to run his vessel between the Clyde and Canada, and as years went on he employed several vessels in the service.

Till 1837 the ships ran from Greenock to Montreal, but in that year, after the Clyde was deepened, the ships went to Glasgow, as they have continued to do ever since. Captain Allan and his five sons devoted all their 1905 allan line_img_03energies to the development of the Canadian trade, and for about forty years the line ran sailing ships only, which were greatly in request for the emigrant traffic.

In 1852 the Canadian government requested tenders for a weekly mail service between Great Britain and Canada. That of Sir Hugh Allan of Montreal, one of Captain Allan’s sons, was accepted, and the Canadian mail line of steamships came into existence.

It may be noted that the Allan Line inaugurated steamers of the "spar-deck" type, i.e. with a clear promenade deck above the main deck. This measure of safety was taken as a lesson from the disastrous foundering of the Australian steamship London in the Bay of Biscay in the year 1866. The company may claim, too, that their steamship " Buenos Ayrean," built for them in the year 1879 by Messrs Denny of Dumbarton, was the first Atlantic steamship to be constructed of steel.

1905 allan line_img_04As time went on the company’s services were extended to various ports on the eastern shores of North America and in the river Plate; and London, as well as the two strongholds of Glasgow and Liverpool, was taken as a port of departure.

In the course of its career it has absorbed the fleet of the old State Line of Glasgow and a great part of the fleet of the Royal Exchange Shipping Company and of the Hill Line. Included in the latter fleet were the first twin-screw steamers constructed for a British North Atlantic line. The Virginian and the Victorian, built for the Allan Line in 1905, were the first transatlantic liners propelled by turbines.

The principal ports served by the Allan Line are (in the United Kingdom) Glasgow, Londonderry, Belfast, Liverpool and London; from these their vessels ply to many places in North and South America, including Quebec, Montreal, St Johns (Newfoundland), Halifax, St John (New Brunswick), Portland, Boston, New York, Philadelphia, Baltimore, Montevideo, Buenos Aires and Rosario.

Text from GG Archives

The ship on the poster

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The Victorian was a 10,635 gross ton ship built in 1904 by Workman, Clark and Co, Ltd. for the Allan Line of Liverpool. Her details were – length overall 540 ft, beam 60.4ft, one funnel, two masts, triple screw (first N.Atlantic liner with triple screws and first with turbine engines) and a speed of 18 knots. There was accommodation for 346-1st, 344-2nd and 1,000-3rd class passengers. Launched on August 25, 1904, she sailed from Liverpool on her maiden voyage to St John NB on March 23,1905. On April 27, 1905 1905 allan line_img_02she commenced her first Liverpool – Quebec – Montreal voyage and continued UK – Canada sailings until 1914 when she was converted to an armed merchant cruiser.

She served with the 9th and later the 10th Cruiser Squadrons and after the war, was refitted by Cammel Laird and returned to Canadian Pacific Ocean Services who had taken over the Allan Line. She resumed the Liverpool – Quebec – Montreal service on April 23, 1920, was refitted to carry 418-cabin, and 566-3rd class passengers in October 1920 and commenced her last Liverpool – Quebec – Montreal voyage on September 2,1921.

In October 1921 she was chartered to the British government and carried out a trooping voyage from Southampton to Bombay and on her return was re-engined to oil fuel. On August 3, 1922 she transferred to the Glasgow – Quebec – Montreal route and on December 11, 1922 was renamed Marloch. She commenced her first Glasgow – St John NB voyage on December 12, 1922 and on Feb 2, 1926 transferred to the Antwerp – St John NB service.

She collided with, and sank the British steamer Whimbrel off Flushing on February 2, 1926 and was towed to Southampton. Repaired, she returned to the Antwerp – Southampton – St John NB service on March 4, 1926 and sailed on her final Antwerp – Quebec – Montreal crossing on August 17, 1928.

She was laid up at Southend until 1929 when she was sold to T.W.Ward and Co and arrived at Milford Haven on April 17th, being subsequently broken up at Pembroke Dock. Her panelling, which was inlaid with mother-of-pearl was transferred to the board room of Ward’s Sheffield office, where it can still be seen.

Text from Destination: Yellow Grass

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