Introduction

By the mid 1920s the Cunard Shipping Company were operating three ageing liners on the North Atlantic route. They were the Mauretania (1907), AgMUania (1914) and the JBerengana (1912), an ex-German liner taken as part of war remunerations. However, the increased competition from foreign shipping lines was eroding the company’s business. American, French, Italian and German liners were all heavily subsidised by their respective governments, enabling them to build larger and faster ships, the main requisites of a successful passenger liner company. Consequently, they were snatching not only the much desired trade, but also the coveted and prestigious Blue Riband — the award for the fastest Atlantic crossing. This title had been irrefutably held for fourteen years by the Mauretania, but in July 1929 the new German liner Bremen secured the honour on her maiden voyage, with a passage of 4 days 17 hours and 42 minutes. j| It was during 1926 that Cunard decided to try to regain some of their

I lost business with the proposed instigation of a two-ship express passenger service, sailing weekly, between Southampton and New York. This scheme was made feasible by numerous advances in marine engineering and naval architecture. Speed was the essential requirement, and to maintain a gruelling five-day schedule the ships would require an average speed of 28.5 knots. This figure was coupled with the desire to cater for three classes of passenger — cabin, tourist and third class — in order that the ships should be commercially viable. The Company’s design team then began to assess the required dimensions; not surprisingly, it was calculated that the length would exceed 1000ft, with a gross tonnage of 80,000 tons. These dimensions were considered the barest minimum to provide the projected service.

Of course, building ships of such size would entail a great deal of planning, not only of the ship herself, but also of docking facilities both home and abroad — in particular dry-docking.

Several changes were made to the formative design, and then testing began on twenty-two 17ft long scale models, taking two years. This work was much simplified by the use of facilities provided by John Brown & Co Ltd of Clydebank, who had previously built thirty-two ships for the Cunard Line.

Some eight thousand experiments were conducted to assess the sea-

Keeping qualities of the proposed ship, carried out in a special tank where the worst North Atlantic sea conditions could be simulated. Wind tunnel testing was used to find the optimum funnel arrangement and design to keep the upper decks clear of smoke.

Meanwhile, the type of boilers and propulsion machinery had still to be settled. It was not until mid-1929 that water-tube boilers were finally selected, for their greater efficiency.

One of the biggest problems facing the Cunard directors was the insurance of the liner during building and eventual service. The Cunard (Insurance) Act of December 1930 made the British government responsible for the excess over the insurance value of ?2.7 million; the total amount was in excess of ?4 million.

During May 1930 Cunard informed the owners of Southampton docks, the Southern Railway Company, that they would require a large dry-dock to take their new ship by October 1933. The SRC were understandably hesitant to outlay vast sums of money on such requirements for one ship, unless they could obtain a development grant. The two companies remained at stalemate for the rest of the year, each requiring assurance from the other, since Cunard made it clear they would not order the new boat without the new dock.

Another important consideration at the time was that the construction of the ship would bring work to the unemployment blackspot of Clydeside. The deadlock was finally broken when the railway company received a building grant from the government.

Across the Atlantic, in New York, agreement was also reached, after lengthy negotiation, to build a 1000ft pier, at a rent of ?48,000 per year.

With these problems finally resolved, the formal shipbuilding contract was signed between Cunard and John Brown & Co Ltd on 1 December 1930, and the ship given the prosaic title of Number 534.

The first keel plates were laid on 27 December 1930, and work progressed well throughout the following year; it was even hoped that the ship would be launched ahead of schedule. Then the international depression took hold, and eventually made it impossible for Cunard to carry on with the new ship. The Government refused financial help. All work ceased at midday on Friday 11 December 1931, and the three thousand men employed on the vessel left, not knowing when, or even

If, they would return. Nationwide, ten thousand people had been employed on work connected with the vessel.

During this dark period the dormant skeleton of the ship became a symbol of Britain’s plight, but for David Kirkwood, Labour Member of Parliament for Dumbarton Burghs, it signified hope, and the resumption of work on the ship became his personal obsession. For two years he battled tirelessly on behalf of his constituents. The Prince of Wales, later to become King Edward VIII, showed considerable sympathy and went to Clydeside to see the situation for himself. On his return to London he made representations to the Government about restarting work on the stricken liner.

The Chancellor of the Exchequer, Neville Chamberlain, considered that the problem might be resolved if Cunard was to join forces with her rival company the White Star Line. The Government could then grant a loan to the newly amalgamated company so that work could be resumed on the liner.

The White Star Line was in a poor financial state, considerably worse than that of Cunard, and the latter were not overjoyed with the requirement for amalgamation. It was, however, their only option, and the merger went ahead on 19 May 1934. The new company was named Cunard White Star Ltd, and the Government made a loan of ?9.5 million, a third of which was to be used to complete Number 534.

On 3 April 1934, four hundred men marched through the streets of Clydeside, led back to work by the Dalmuir Parish Pipe Band playing ‘The Campbells are Coming’.

The moment the nation had awaited came on Wednesday 26 September 1934: the launch of Number 534 and the lifting of the veil of secrecy concerning her name. The Cunard ships had always received names ending - ia, while those of the White Star ships had ended - ic. Obviously, the new company would have to make a compromise, and a new name for a new era seemed fitting. The launching ceremony was to take place in the presence of King George V, Queen Mary and The Prince of Wales. The Queen would perform the act of sending the grey-painted hull on its way, and would thus become the first reigning monarch to name a merchant vessel; it was therefore more than fitting that the ship would be known as the Queen Mary.