Passenger Ship RMS MAURETANIA, Cunard Line Naval Cover 1911 Postcard Catskill NY

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Item: 235685615804

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Condition:Used
Place of Origin:United States
Color:Multi-Color
Country of Manufacture:United States
Grade:Ungraded
Modified Item:No
Certification:Uncertified
Vessel:Passenger Ship
Year of Issue:1911-1920
Type:vessel
Era:pre WWI
Quality:Used
Branch:Navy
State:New York
Naval:Postcard
Country:United States
Event:Naval
People & Occupations:sailor
Country/Region of Manufacture:United States
Topic:Ships, Boats
Cancellation Type:Ship Cancel

Passenger Ship RMS MAURETANIA, Cunard Line Naval Cover 1911 Postcard Catskill-on-Hudson, NYIt was sent 1 Nov 1911. It was franked with stamp “no stamp”. It was sent to Elizabeth Cougdon. This post card is in good, but not perfect condition. Please look at the scan and make your own judgement. Member USCS #10385 (I also earned the stamp collecting merit badge as a boy!). Please contact me if you have specific cover needs. I have thousands for sale, including; navals (USS, USNS, USCGC, Coast Guard, ship, Maritime), military posts, event, APO, hotel, postal history, memorabilia, etc. I also offer approvals service with FREE SHIPPING to repeat USA customers.International shipping is just $2, unless total exceeds $10, then eBay standard shipping is used which costs $17. This $17 cost includes tracking.RMS Mauretania was a British ocean liner designed by Leonard Peskett and built by Swan Hunter and Wigham Richardson on the River Tyne, England for the Cunard Line, launched on the afternoon of 20 September 1906. She was the world’s largest ship until the launch of RMS Olympic in 1910. Mauretania captured the eastbound Blue Riband on the maiden return voyage in December 1907, then claimed the westbound Blue Riband for the fastest transatlantic crossing during her 1909 season. She held both speed records for 20 years.[1] The ship’s name was taken from the ancient Roman province of Mauretania on the northwest African coast, not the modern Mauritania to the south.[2] Similar nomenclature was also employed by Mauretania’s running mate Lusitania, which was named after the Roman province directly north of Mauretania, across the Strait of Gibraltar[2] in Portugal. Mauretania remained in service until September 1934, when Cunard-White Star retired her; scrapping commenced in Rosyth, in 1935. Overview Workmen standing below Mauretania’s original three-bladed propellers in dry dockIn 1897 the German liner SS Kaiser Wilhelm der Grosse became the largest and fastest ship in the world. With a speed of 22 knots (41 km/h; 25 mph), she captured the Blue Riband from Cunard Line’s Campania and Lucania. Germany came to dominate the Atlantic, and by 1906 they had five four-funnel superliners in service, four of them owned by North German Lloyd. At around the same time the American financier J. P. Morgan’s International Mercantile Marine Co. was attempting to monopolise the shipping trade, and had already acquired Britain’s other major transatlantic line, the White Star Line.[3] In the face of these threats the Cunard Line was determined to regain the prestige of dominance in ocean travel not only for the company, but also for the United Kingdom.[3][4] By 1902, Cunard Line and the British government reached an agreement to build two superliners, Lusitania and Mauretania,[3] with a guaranteed service speed of no less than 24 knots (44 km/h; 28 mph). The British government was to loan £2,600,000 (equivalent to £342 million in 2023)[5] for the construction of the ships, at an interest rate of 2.75%, to be paid back over twenty years, with a stipulation that the ships could be converted to armed merchant cruisers if needed.[6] Further funding was acquired when the Admiralty arranged for Cunard to be paid an additional sum per year to their mail subsidy.[6][7] Design and construction Mauretania on her Tyneside builder’s ways prior to launch in 1906Mauretania and Lusitania were both designed by Cunard naval architect Leonard Peskett, with Swan Hunter and John Brown working from plans for an ocean greyhound with a stipulated service speed of twenty-four knots in moderate weather, as per the terms of her mail subsidy contract. Peskett’s original configuration for the ships in 1902 was a three-funnel design, when reciprocating engines were destined to be the powerplant. A giant model of the ships appeared in Shipbuilder’s magazine in this configuration. Cunard decided to change power plants to Parson’s new turbine technology, and the ship’s design was again modified when Peskett added a fourth funnel to the ship’s profile. Construction of the vessel finally began with the laying of the keel in August 1904.[8] By tradition, the hull was painted in a light grey colour for photographic purposes during her launch; a common practice of the day for the first ship in a new class, as it made the lines of the ship clearer in the black-and-white photographs. Her hull was painted black after her maiden voyage.[9] Mauretania’s official launch party, 20 September 1906 Mauretania after being launched, 20 September 1906In 1906, Mauretania was launched by the Duchess of Roxburghe.[10] At the time of her launch, she was the largest moving structure ever built,[11] and slightly larger in gross tonnage than Lusitania. The main visual differences between Mauretania and Lusitania were that Mauretania was five feet longer and had different vents.[12] Mauretania also had two extra stages of turbine blades in her forward turbines, making her slightly faster than Lusitania. Mauretania and Lusitania were the only ships with direct-drive steam turbines to hold the Blue Riband; in later ships, reduction-geared turbines were mainly used.[13] Mauretania’s usage of the steam turbine was the largest application yet of the then-new technology, developed by Charles Algernon Parsons.[14] During speed trials, these engines caused significant vibration at high speeds; in response, Mauretania received strengthening members aft and redesigned propellers before entering service, which reduced vibration.[15] Section of MauretaniaMauretania was designed to suit Edwardian tastes. The ship’s interior was designed by the architect Harold Peto, and her public rooms were fitted out by two notable London design houses – Ch. Mellier & Sons and Turner and Lord,[16][17] with twenty-eight different types of wood, along with marble, tapestries, and other furnishings such as the stunning octagon table in the smoking room.[16][18] Wood panelling for her first class public rooms was supposedly carved by three hundred craftsmen from Palestine but this seems unlikely, unnecessary and was probably executed by the yard or subcontracted, as were the majority of the second and third class areas.[19] The multi-level first-class dining saloon of straw oak was decorated in Francis I style and topped by a large dome skylight.[18] A series of elevators, then a rare new feature for liners, with grilles composed of the relatively new lightweight aluminium, were installed next to Mauretania’s walnut grand staircase.[18] A new feature was the Verandah Café on the boat deck, where passengers were served beverages in a weather-protected environment, although this was enclosed within a year as it proved unrealistic.[16] Early career (1906–1914) Mauretania during a speed trial off St Abbs Head, Scotland, 18 September 1907. The maximum speed attained was 25.73 kn (47.65 km/h)Mauretania departed Liverpool on her maiden voyage on 16 November 1907 under the command of Captain John Pritchard, but failed to capture the Blue Riband due to a rough storm that broke free her spare anchor. She also suffered minor damage to her superstructure. On the return voyage, however, (30 November – 5 December 1907) she captured the record for the fastest eastbound crossing of the Atlantic,[1] with an average speed of 23.69 knots (43.87 km/h; 27.26 mph).[1] On 23 December 1907, Mauretania was again at New York City and moored to Pier 54 in the North River when a squall with high winds struck, causing mooring posts on Pier 54 to give way. Mauretania went partially adrift, and her bow swung around and struck several barges which were bringing her coal and taking off ashes; the barges Roan and Tomhicken and the boats Eureka 32 and Eureka 36 were damaged and the barge Ellis P. Rogers was lost. In subsequent litigation, Cunard was found liable for damages.[20][21] Mauretania passing Castle Wemyss and the Station Clock Tower on the nautical measured mile, Skelmorlie, late 1907In September 1909, Mauretania captured the Blue Riband for the fastest westbound crossing—a record that was to stand for more than two decades.[1] In December 1911, as in New York City in December 1910, Mauretania broke loose from her moorings while in the River Mersey and sustained damage that caused the cancellation of her special speedy Christmas voyage to New York. In a quick change of events Cunard rescheduled Mauretania’s voyage for Lusitania, which had just returned from New York, under the command of Captain James Charles. Lusitania completed Christmas crossings for Mauretania,[22] carrying travellers back to New York. Mauretania was on a westbound voyage from Liverpool to New York, beginning 10 April 1912, and was docked at Queenstown, Ireland, at the time of the RMS Titanic disaster. Mauretania was transporting Titanic’s cargo manifest carried by registered mail. Traveling on Mauretania at the time was the chairman of Cunard, A. A. Booth, who organised a vigil for the Titanic victims.[23] In the spring of 1913 westbound transatlantic passage aboard Mauretania cost roughly $17 for third class passengers, as shown in the original ticket at right.[citation needed] 3rd class ticket on Mauretania, 1913In July 1913, King George and Queen Mary were given a special tour of Mauretania, then Britain’s fastest merchant vessel, adding further distinction to the ship’s reputation. On 26 January 1914, while Mauretania was in the middle of annual refit in Liverpool, four men were killed[24][self-published source] and six injured when a gas cylinder exploded while they were working on one of her steam turbines. Damage to the ship was minimal; she was repaired in the new Gladstone drydock and returned to service two months later.[25] First World War (1914–1919)After Great Britain declared war on Germany on 4 August 1914, Mauretania made a dash for safety in Halifax, Nova Scotia, arriving on 6 August. Shortly after, she and Aquitania were requested by the British government to become armed merchant cruisers,[26] but their huge size and massive fuel consumption made them unsuitable for the duty,[27] and they resumed their civilian service on 11 August. Later, due to lack of passengers crossing the Atlantic, Mauretania was laid up in Liverpool until 7 May 1915, at the time that Lusitania was sunk by a German U-Boat.[citation needed] HMT Mauretania with her second geometric dazzle camouflage scheme designed by Norman WilkinsonMauretania was planned to replace the Lusitania on the Transatlantic run after the Lusitania was sunk, but she was ordered by the British government to serve as a troop ship to carry British soldiers during the Gallipoli campaign.[27] She avoided becoming prey for German U-boats because of her high speed and the seamanship of her crew. As a troopship, she was painted in dark greys with black funnels, as were her contemporaries.[citation needed] HMHS Mauretania, ca. 1915When combined forces from the British empire and France began to suffer heavy casualties, Mauretania was ordered to serve as a hospital ship, along with the Aquitania and White Star’s Britannic, to treat the wounded until 25 January 1916. In medical service the vessel was painted white with buff funnels and large medical cross emblems[28] surrounding the vessel and possibly illuminated signs starboard and port. Seven months later, Mauretania once again became a troop ship late in 1916 when requisitioned by the Canadian government to carry Canadian troops from Halifax to Liverpool.[27] Her war duty was not yet over when the United States declared war on Germany in 1917, and she carried thousands of American troops.[citation needed] The ship was known by the Admiralty as HMS Tuberose[29] until the end of the war,[27][dubious – discuss] but the vessel’s name was never changed by Cunard. Starting in March 1918, Mauretania received two forms of dazzle camouflage, a type of abstract colour scheme designed by Norman Wilkinson in 1917 in an effort to confuse enemy ships. The first camouflage scheme, applied early in March 1918, was curvilinear in nature and largely broad areas of olive with blacks, greys and blues. The second scheme was the more geometric design commonly referred to as “dazzle”; this design, applied by July 1918, was mostly several dark blues and greys with some black. After her war service, she was repainted in a drab grey scheme and finally full Cunard livery by the middle of 1919.[citation needed] Post-war career (1919–1934) Mauretania at Curaçao, c. 1925 The ship’s Verandah Café, located on the boat deck, c. 1927Mauretania returned to civilian service on 21 September 1919, now serving on the Southampton to New York route. Mauretania at full speed on the measured mile, 1922Her busy sailing schedule prevented her from having an extensive overhaul scheduled in 1920. However, in 1921, Cunard removed her from service when fire broke out on E deck and decided to overhaul the ship.[30] She returned to the Tyne shipyard where she was built, where her boilers were converted to oil firing,[31] and returned to service in March 1922. Cunard noticed that Mauretania struggled to maintain her regular Atlantic service speed. Mauretania photographed in 1928 via the Autochrome Lumiere process.Although the ship’s service speed had improved and it now burned only 750 short tons (680 t) of oil per 24 hours, compared to 1,000 short tons (910 t) of coal previously, it was not operating at her pre-war service speeds. On one crossing in 1922 the ship managed an average speed of only 19 knots (35 km/h; 22 mph).[citation needed] It was during these years her promenade was enclosed temporarily, and her funnels were modified to have an ovoid shape, making them look nearly identical to Lusitania. Cunard decided that the ship’s once revolutionary turbines were in desperate need of an overhaul.[30] In 1923, a major refitting was begun in Southampton. Mauretania’s turbines were dismantled. Halfway through the overhaul, the shipyard workers went on strike and the work was halted, so Cunard had the ship towed to Cherbourg, France, where the work was completed at another shipyard.[32] In May 1924, the ship returned to Atlantic service.[30] Mauretania at Southampton in 1933 Mauretania and RMS Arundel Castle in the Bay of Funchal, Madeira, c. 1934The next several years would prove to Cunard that the changes made to Mauretania had helped, and she was a very popular and successful vessel during this time. In 1928, Mauretania was refurbished with a new interior design and in the next year her speed record was broken by the German liner Bremen,[33] with a speed of 28 knots (52 km/h; 32 mph). On 27 August, Cunard permitted the former ocean greyhound to have one final attempt to recapture the record from the newer German liner, but even her best efforts could only come just short of Bremen’s record. She was taken out of service and her engines were adjusted to produce more power to give a higher service speed; however, this was still not enough. Bremen represented a new generation of ocean liners that were far more powerful and technologically advanced than the aging Cunard liner.[33] Even though Mauretania did not beat her German rival, the ship lost by just a fraction after decades of design improvement and beat all her own previous speed records both east and westbound. In 1929, Mauretania collided with a train ferry near Robbins Reef Light. No-one was killed or injured and her damage was quickly repaired.[citation needed] In 1930, with a combination of the Great Depression and newer competitors on the Atlantic run, Mauretania became a dedicated cruise ship[34] running six day cruises from New York to Pier 21 in Halifax, Nova Scotia.[35] On 19 November 1930, Mauretania rescued 28 people and the ship’s cat of the Swedish cargo ship Ovidia which foundered in the Atlantic Ocean 400 nautical miles (740 km; 460 mi) south east of Cape Race, Newfoundland.[36][37] In 1932, she was painted white for cruise service. When Cunard Line merged with White Star Line in 1934, Mauretania, along with Olympic, Homeric, and other aging ocean liners, were deemed surplus to requirements and withdrawn from service.[citation needed] Retirement and scrapping The two former rivals, Olympic (left) and Mauretania (right) moored along the “new” Western Docks in Southampton in 1935, before Mauretania′s final voyage to the breaker’s yard in Rosyth, ScotlandCunard White Star withdrew Mauretania from service following a final eastward crossing from New York to Southampton in September 1934. The voyage was made at an average speed of 24 knots (44 km/h; 28 mph), equaling the original contractual stipulation for her mail subsidy. She was then laid up at Southampton, her twenty-eight years of service at a close.[31] In May 1935 her furnishings and fittings were put up for auction by Hampton and Sons and on 1 July that year she departed Southampton for the last time to Metal Industries shipbreakers at Rosyth.[31] One of her former captains, the retired commodore Sir Arthur Rostron, captain of RMS Carpathia during the Titanic rescue, came to see her on her final departure from Southampton. Rostron refused to go aboard Mauretania before her final journey, stating that he preferred to remember the ship as she was when he commanded her.[citation needed] Mauretania, with her masts cut down to pass under the Forth Bridge, departing Southampton for her final voyage to Rosyth, Scotland, on 2 July 1935. The Olympic can be seen in the background.En route to Rosyth, Mauretania stopped at her birthplace on the Tyne for half an hour, where she drew crowds of sightseers. Rockets were fired from her bridge,[38]

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