Oceanic (unfinished ship)
Template:Short description Template:Other ships Template:Use dmy dates
Template:Infobox ship imageTemplate:Infobox ship careerTemplate:Infobox ship characteristicsOceanic was the planned name of an unfinished ocean liner that was partially built by Harland and Wolff for the White Star Line. It would have been the third ship bearing the name Oceanic, after the one of 1870 and the one of 1899. It was envisaged in 1926, with the idea of modernizing the transatlantic service of the company. With the arrival of Lord Kylsant at the head of the company, the planned size of the project increased, until it became that of a large ship destined to be the first to exceed the symbolic limit of Template:Convert in length and Template:Convert in speed.
After several years of study, the construction began in June 1928 in the Harland & Wolff shipyards in Belfast. However, the work was carried out at a slow pace and ceased in June 1929, probably because further studies relating to the propulsion were needed. The Great Depression which began the same year and the financial affair which sent Lord Kylsant to prison in 1931 put a definitive end to the construction, for which the government refused to advance funds.
Within the White Star Line fleet, the planned Oceanic was replaced by two smaller ships, Template:MV and Template:MV. The Oceanic was intended to be 1,050 ft and 85,000 tons.
Birth of the project
By the early 1910s, the White Star Line had planned to provide regular and cost-effective transatlantic service with its three Template:Sclass ships. The loss of Template:RMS in 1912, then of Template:HMHS in 1916, however, seriously handicapped this aim. Following World War I, the company was given two German liners in compensation for wartime damage, which became Template:RMS and Template:RMS. Both were assigned to the transatlantic service alongside Template:RMS, the only surviving ship of the initially planned trio.<ref>Template:Harvnb</ref> It quickly turned out, however, that while Majestic and Olympic had relatively equivalent profiles, reaching roughly the same speed (between Template:Convert respectively) and the same passenger capacities, Homeric was significantly smaller and slower (Template:Convert only). Additionally, the ship was less successful compared to its fellow liners.<ref>Template:Harvnb</ref> In fact, its career did not last long and it left the North Atlantic route in 1932, only ten years after its entry into service.<ref>Template:Usurped</ref>
It was in August 1926 that a press release about a project from the company appeared for the first time, indicating the imminent construction of a 25-knot ship to replace Homeric. This ship must then, according to the press releases, be of a profile close to that of the Olympic-class vessels.<ref>The texts of the time spoke of a "family resemblance". However, the project was still very vague and was totally modified when the proportions of the ship were increased in the years that followed.</ref><ref>Template:Harvnb</ref> The same year, in November, the International Mercantile Marine Co., a trust that owned the White Star Line, decided to separate from its non-American companies. The company was then bought by Owen Philipps, 1st Baron Kylsant, who integrated it into his company, the Royal Mail Steam Packet Company, the largest maritime conglomerate of the period.<ref>Template:Harvnb.</ref> Lord Kylsant, who was also the owner of the Harland & Wolff shipyards in Belfast, decided to have the planned ship built there. Studies for the planned construction were carried out over many months.
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On 14 April 1927, construction of a fleetmate Template:MV began in Harland & Wolff. Britannic was a smaller version of the proposed liner, but of similar design.<ref name=Yard>Template:Cite web</ref> However, it was not until 18 June 1928 that a contract was signed to build the proposed liner; construction began ten days later. The liner was to be named Oceanic, in reference to the very first liner put into service by White Star after its purchase by Thomas Henry Ismay in 1871. Estimates gave it a length of over Template:Convert, Template:GRT, and a cost of £3.5 million, making it the largest liner ever built and the first to exceed the symbolic 1,000-foot mark. Construction of the ship's keel began with great fanfare ten days after the contract was signed.<ref>Template:Harvnb</ref> The only existing plans of the ship remained sketchy and only allowed for understanding the general arrangement, but they did give an idea of the capacity of the liner: it would carry 722 passengers in first class, 464 in second, and 1,096 in third, and also 240 interchangeable seats between first and second class, and 286 between second and third, for a total of 2,808 passengers.<ref>White Star's Proposed MV Oceanic III</ref>
Economic crisis and cancellation
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However, construction was proceeding at a very slow pace, to such an extent that a year later, the keel was still not completed.<ref name=damned91>Template:Harvnb</ref> The work was slowed by a dispute over her powerplant; Lord Kylsant wanted to use diesel-electric instead of the then more common steam power to enable the ship's speed to exceed 30 knots (a barrier not surpassed until the completion of Template:SS in 1935). White Star proposed having over 40 diesel generator sets driving four propellers through geared electric motors. Harland and Wolff was reluctant to adopt this system, preferring to continue the use of trusted steam turbine propulsion as it seemed that not testing a new type of engine by installing it on smaller ships first was perilous.<ref>Template:Harvnb</ref> A compromise of sorts was reached and the final design used four conventional low-speed 'cathedral' diesel engines, each directly driving one propeller shaft - which would have made Oceanic the first quadruple-screw motor ship.<ref name=damned91/> Despite construction on Oceanic slowing down, construction of the smaller Britannic continued without issues.<ref name=Yard/>
Further work on Oceanic was postponed after which the keel was coated in preservative oil in hopes construction would resume but the project was later cancelled due to the Great Depression and the collapse of the Royal Mail Steam Packet Company, owners of the White Star Line, as a result of the financial problems of Lord Kylsant.<ref>Template:Harvnb</ref> The Royal Mail Case, as it was known, led to the imprisonment of Kylsant, and to substantial changes in accounting and auditing practice.<ref>An Era Ends: The Final Demise of the White Star Line</ref> Loans backed by the governments of England and Northern Ireland intended for the construction of Oceanic were diverted to complete the construction of Britannic, as well as to start construction of a sister ship to Britannic named Template:MV. These two liners were partially built with steel plates ordered for Oceanic, whose partially built hull was subsequently dismantled and reused on Britannic and Georgic after the aforementioned diversion of funds.<ref>Template:Harvnb</ref><ref name=EH233>Template:Harvnb</ref>
Legacy
In total, of the estimated cost of £3.5 million, £150,000 was spent on OceanicTemplate:'s design and start of construction.<ref name=EH233/> These sums were not, however, totally lost. Part of the design indeed inspired Template:MV, a smaller ship which largely reproduced the silhouette of the aborted ship, in particular its packed funnels and its motor propulsion. The liner entered service in 1930 and enjoyed some success.<ref>Template:Harvnb</ref> To replace Oceanic, Template:MV, a sister ship of Britannic, was built and put into service in 1932. Georgic differed in appearance from Britannic in that the forward part of her superstructure and bridge was rounded instead of straight, and the front part of her promenade deck was covered. These features were carried over to Georgic from Oceanic.<ref name=EH233/>
These two liners could not replace large ships like Majestic and Olympic and construction of a large liner remained on the agenda. The Cunard Line also had to stop the construction of its own large liner because of the economic crisis. Neville Chamberlain, then Chancellor of the Exchequer, pushed the shipping companies White Star and Cunard to merge in 1934, with the promise to help them finish the liner. This is how the Cunard-White Star Limited was formed and construction of the Template:RMS was able to resume.<ref>Template:Harvnb</ref> In 1947 Cunard purchased White Star's interest, and by 1949 the company had dropped the White Star name and was renamed Cunard Line, which continued to operate Britannic and Georgic.<ref>Template:Cite book</ref> In 1956, Georgic was sold for scrap, leaving Britannic as the last liner of the White Star Line in service.<ref name="gorgic1">Template:Cite web</ref><ref name=liverpoolships>Template:Cite web</ref> In 1960, Cunard sold the Britannic for scrap, removing the last traces of the Oceanic.<ref>Template:Cite news</ref>
In appearance the planned Oceanic had certain features that make it akin to the liner Template:SS, including the three short, wide funnels that contrasted with the tall narrow stacks of older ships. Designed shortly after Oceanic, the 300 meter-plus Normandie was the first to exceed the symbolic barriers of 1000 feet in length and 30 knots in speed that the White Star Line was aiming for.<ref>Template:Harvnb.</ref>
In 2022, a group of maritime historians established the Oceanic Historical Society, an independent research group dedicated to locating and studying surviving plans and documentation related to the liner. <ref name="Hungarian Society for Maritime History, Modeling and Tradition">Template:Cite web</ref>