Page 318 - ΝΑΥΤΙΚΑ ΧΡΟΝΙΚΑ - ΜΑΙΟΣ 2024

MARITIME HISTORY

Complementing the protagonists of “maritime
commercial imperialism”, Naftika Chronika also
presented the efforts of Italy and the USA.
In an attempt to demonstrate its support for one
of the country’s most important industries, the
Mussolini regime heavily subsidised Italian ship-
ping interests, assisting several steamship com-
panies by granting soft loans for the construction
of newbuildings. Naftika Chronika reported at the
time that approximately 1 billion Greek drachmas
of the state’s budget were spent to strengthen
the Italian shipping and shipbuilding industry. This
costly state support meant that Italian shipping
gained a leading role in the Mediterranean Sea.
As far as the Atlantic Ocean front was concerned,
the Italians were inspired by the presence of the
German “giants” “Bremen” and “Europa” for their
own newbuilding programmes: The Italian regime
granted a loan of 300 million lire with a 20-year
repayment option at only 2.5% interest to Navi-
gazione Generale to build the “Rex” in Genova and
to Lloyd Sabaudo to build the “Conte di Savoia”
in Trieste. These two liner companies eventually
merged, forming the Italia Flotte Riunite, which
Brown & Company shipyard. After the feature’s The cover of the dinner operated both vessels. The “Rex”, with a capacity
publication by Naftika Chronika, the effects of menu presented to of 46.000 grt was the biggest ship built in Italy at
the Great Depression were felt, with work on the passengers of the “Conte the time, with Naftika Chronika predicting that it
di Savoia” on 26 March
new “Cunarder” being halted in December 1931, 1934. Aside from their could contest German maritime superiority. On
merely a few months before its launching. Cunard speed, ocean liners the other hand, the "Conte di Savoia" was designed
Line turned to the British Government for a loan of the period would be as a luxury liner, being the first major liner fitted
remembered for their
to complete the newbuilding, but it refused to elegant design and the with gyroscopic stabilisers, an innovative technol-
assist the company. Finally, after the merger of luxurious amenities ogy at the time.
the two competing companies in 1934, Cunard offered to passengers Last but not least, the USA was mainly involved
on board (D. Petritis
Line and White Star Lines , the government family archive). in transatlantic shipping with the operation of the
7
granted a loan sufficient to complete the “Queen "Leviathan" (requisitioned ex-German Vaterland)
Mary” and build a new sister ship . under a government contract by the United States
8
After more than five years in construction, the Line. Despite operating the "Leviathan" at a loss,
“flagship” of Cunard-White Star Line, and essen- thanks to intense international competition but
tially of British passenger shipping, was finally also American prohibition laws that made selling
completed, and the vessel’s maiden voyage took alcohol on board illegal, the US Shipping Board
place on 27 May 1936. The "Queen Elizabeth", decided to construct two 30.000-tonne ocean
"Queen Mary’s" sister ship, was completed in 1938. liners that would give the US a fighting chance
In the context of the growing competition dur- in this “commercial war of the North Atlantic”.
ing the 1930s, which attracted the attention of When built, these vessels would be the "Manhat-
both the shipping industry and the international tan" (delivered in July 1932) and the "Washington"
community, new players entered the fray. France, (delivered in May 1933).
Italy, and -to a lesser extent- the United States of 7 The company’s name
America dynamically entered the “arena” of trans- would remain Cunard- The 1930s: Quo Vademus?
atlantic shipping. White Star Line until The 1931 Naftika Chronika issue serves as a prime
the end of 1949, when
As far as France was concerned, the most impor- Cunard bought out a example of not only the importance of ocean
tant vessels flying the “Tricolore” were the lux- large majority of White liner passenger shipping at the time but also the
urious "Île de France", managed by Compagnie Star, with the company incredible advancements that the sector had wit-
hence named Cunard Line.
Générale Transatlantique (CGT), and the “L’ nessed over the course of a few decades. Fifty
Atlantique” operated by Cie de Navigation Sud 8 S. G. Sturmey, British years before the magazine’s feature, crossing
Atlantique. In 1931, construction began for the Shipping and World the Atlantic took approximately fifteen days. By
"Normandie", which was completed in 1934, with Competition, The Athlone 1931, the same trip took only four days and nights,
Press-University of
the vessel’s first voyages commencing in 1935. London, 1962, p. 108. which was an impressive advancement.

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