RMS Homeric (1913)
RMS "Homeric, originally launched as Columbus", was an ocean liner built for Norddeutscher Lloyd and launched in 1913 at the F. Schichau yard in Danzig, Germany (now Gdańsk, Poland). "Columbus" was ceded to Great Britain in 1919 as part of German war reparations. She was sold to the White Star Line in 1920, which named her "Homeric". Her sister ship "Hindenburg" remained in German ownership and was renamed "Columbus". "Homeric" was operated by White Star from 1922 to 1935. History. The White Star Line originally planned for its three Olympic-class liners, "Olympic", "Titanic" and "Britannic", to  operate a weekly transatlantic express service. However "Titanic" was lost on her maiden voyage after striking an iceberg in 1912, and "Britannic" was lost in the First World War after striking a mine in the Aegean in 1916. Another of the line’s express ships, the 17,000-ton "Oceanic" of 1899, was also lost during war service in 1914. When "Olympic" re-entered civilian service in 1920, she lacked any suitable running mates. Under the terms of the Treaty of Versailles which entitled Britain to war reparations, White Star looked to obtain some large German liners which had been under  construction during the war but were left unfinished. One was the 56,000-ton "Bismarck", third and largest of Albert Ballin’s great "Imperator"-class trio, left unfinished at the Blohm & Voss Shipyard. This was ceded to the White Star Line and renamed "Majestic". Another was the 34,000-ton "Columbus" at F. Schichau in Danzig. Launched on 17 December 1913, "Columbus" was the first of two of vessels ordered by Norddeutscher Lloyd (North German Lloyd) for their Bremerhaven to New York service. At 34,000 tons, "Columbus" was, at the time, the largest twin-screw ship powered by reciprocating engines in the world . She was built for a relatively modest service speed of just a shade over . White Star Line purchased the unfinished "Columbus" in 1920, and renamed her "Homeric". The ship was completed and entered service two years later. In 1920 construction was resumed under the watchful eye of officials sent down from Harland and Wolff, but work was slow, plagued by material shortages and a workforce that had no ambition to finish the ship only to hand it over to the British. Finally completed in late 1921, the "Homeric" was handed over by a reluctant builder. The new liner performed remarkably  well on her trials; she was noted for her stability in rough weather, a characteristic that would earn her many loyal passengers. Atlantic service. Resplendent in her White Star livery, the newly completed "Homeric" arrived in Southampton 21 January 1922, and on 15 February 1922, "Homeric" departed Southampton on her maiden voyage to New York. She joined the venerable old "Olympic", still one of the most stylish ships on the Atlantic, and in May, "Bismarck" successfully transformed into the flagship "Majestic" would arrive and complete the three-ship express service, operating in direct competition against the rival Cunard Line's  trio of "Mauretania", "Aquitania", and "Berengaria" (the former German "Imperator"). Settling quickly into her Atlantic routine, the "Homeric" proved to be a popular ship for White Star, although her speed became a major concern for the line, for at , the "Homeric" could not keep pace with her fleet-mates, "Olympic" and "Majestic", both of which had a service speed above making it difficult to maintain a weekly schedule. At the conclusion of her second season, in October 1923, "Homeric" was removed from service for an extended winter overhaul, and her boilers were converted to burn fuel oil instead of coal , this allowed the number of engine room staff to be reduced from 300 to around 100. The extensive re-working would require a full eight months at the shipyard, but on 19 April 1924, she was returned to service, proving to be slightly faster, averaging . Still, even at 19.5 knots she could not be successfully matched with the "Olympic" and "Majestic". Nevertheless, the increase did reduce one day from her average transatlantic voyage. On one voyage in August 1924 "Homeric" arrived in New York late after steaming through a hurricane off the United States East Coast; She had been hit  by an rogue wave which injured seven people, smashed numerous windows and portholes, carried away one of the lifeboats, and snapped chairs and other fittings from their fastenings. On 19 April 1925 "Homeric" received the distress call 'Now very danger. Come quick' from the Japanese freighter which was listing dangerously in heavy seas and taking on water. "Homeric" was away and sped to "Raifuku Maru"s position at 20 knots. However when she arrived, "Raifuku Maru" was listing at a 30 degree angle, and the rough seas prevented "Homeric" from getting close enough to rescue any of the stricken ship's  crew, who had attempted unsuccessfully to get away in their lifeboats, which were smashed by the rough seas. "Homeric"s crew and passengers watched helplessly as the Japanese freighter sank with all thirty eight of her crew. This incident became controversial at the time: When "Homeric" reached New York, several passengers spoke to the press accusing "Homeric"s crew of not making enough effort to rescue the crew of the stricken ship. The Japanese press even accused the "Homeric"s crew of racism. These accusations were strenuously denied. Built with the steerage trade in mind, "Homeric" had a huge portion of her accommodations  devoted to immigrants, and when the United States curtailed the flow of foreign settlers in the mid-1920s the "Homeric" was particularly hard hit. Her original passenger capacity was given as 529 First class, 487 Second class and 1,750 Third class. Some of her transatlantic crossings began to lose money as early as 1926, during which year some of her better third-class accommodation was regraded as the newly introduced Tourist class. From 1927 the ship was sent on cruises around the Mediterranean and Caribbean during the slack season. In 1930, second class was abolished and renamed Tourist class; effectively the  second class and the best third class cabins had been renamed in an attempt to make the ship's accommodation more appealing to potential clientele. From 1930 her capacity was given as 523 First class, 841 Tourist class, and 314 Third class, reflecting the decline of the steerage trade. By the early 1930s the Great Depression was hitting the Atlantic trade hard, with passenger numbers well down, there were no longer enough passengers to support a three-ship express service, and so it was decided to remove "Homeric" from the Atlantic service altogether and devote her to cruising full time . On 10 June 1932 "Homeric" departed New York for Southampton for the last time. Her career on the Atlantic was indeed short-lived, as she only provided transatlantic service for ten years. Cruising service. Cruising from British ports to the Mediterranean, the "Homeric" was one of the first liners to be used exclusively as a cruise ship, she handled this position brilliantly, and soon was well established in the cruising industry. To make her better suited to her new role "Homeric" was refitted with an outdoor swimming pool and lido deck. Although the "Homeric" never succumbed to any great disaster , she was involved in one minor incident while at anchor off Tenerife on 28 September 1932. Cia Transmediterrania’s small "Isla de Tenerife" failed to steer while circling the "Homeric", slamming into the side of the ship near the bow. Luckily, the larger ship was not badly damaged and her cruise continued. Demise. Despite "Homeric"s success as a cruise ship, White Star’s financial situation worsened in the early 1930s, and the "Homeric’s" future became increasingly grim. In 1934 White Star merged with their rival Cunard, and the merged company began rationalising their fleet and disposing of surplus ships , "Homeric" was earmarked for disposal, however she was given a reprieve due to a well booked cruising season. In July 1935, "Homeric" participated in King George V's Silver Jubilee fleet review, a prestigious honour. Her final voyage as a cruise ship came to an end on 25 September 1935, after which she was laid up at Ryde, Isle of Wight pending disposal. There was some talk of her original German owners Norddeutscher Lloyd purchasing her in order to run alongside her sister, the renamed "Columbus" which was still in German ownership. However this came to nothing when in February  1936 she was sold for scrapping. The following month "Homeric" sailed for the last time to Inverkeithing for breaking up. Remains. Despite her scrapping, many of her interior furnishings survive to this day. The former Rex Cinema in Stonehouse, Scotland preserves some of the "Homeric"<nowiki>'</nowiki>s grand interior. Although the building is not generally open to the public as it is now used at a storage facility on some occasions visitors are allowed in by the owners. It was recently featured on episode 2, series 9 of the BBC program "Timeshift" about the Golden Age of Liners. Most of  the interior of the first floor now remains intact as part of the Balgeddie House Hotel Glenrothes, including the floorboards which are now the floor boards of the main lounge.