North German Lloyd

North German Lloyd
legal form	Corporation
founding	1857
resolution	1970
Reason for dissolution	Merger with HAPAG to form Hapag-Lloyd AG
Seat	Bremen , Germany
Number of employees	up to 15,000
Branch	Shipping company

Lloyd's stock prospectus from 1857

The North German Lloyd ( NDL , English North German Lloyd ) was a German shipping company , which on 20 February 1857 by Hermann Henrich Meier and Eduard Crüsemann in Bremen was founded. It developed into one of the most important German shipping companies of the late 19th and early 20th centuries and contributed significantly to the economic development of Bremen and Bremerhaven . On September 1, 1970, Norddeutsche Lloyd merged with Hamburg-American Packetfahrt-Actien-Gesellschaft (HAPAG) to form Hapag-Lloyd AG .

story

From 1877 to 1892 Johann Georg Lohmann was director of the NDL, in the background the NDL ship Kaiser Wilhelm der Große , with which the NDL won the Blue Ribbon for the first time

Ascent

Founding of the NDL

After the dissolution of the Ocean Steam Navigation Company , the Bremen merchants Hermann Henrich Meier and Eduard Crüsemann as well as Gustav Kulenkampff founded the German shipping company Norddeutscher Lloyd (NDL) on February 20, 1857 - " Lloyd " was a synonym for merchant shipping in the middle of the 19th century . Meier became the first chairman of the supervisory board and Crüsemann first director of the stock corporation (AG). In addition to the transport of goods, Crüsemann also campaigned for passenger traffic, which became considerably stronger as a result of emigration . The shipping company also operated other areas such as the tug service , the bathing service, an insurance company and the ship repairs that are still active today. The shipping company's first office was located in Bremen at No. 13 on Martinistraße .

Before North German Lloyd was to become the later, well-known transatlantic shipping company, the first seagoing vessels were used in England service. The first seagoing ship, which also provided the first regular passenger service between the Weser region and England, was the Adler , which was commissioned in 1857 . On October 28, 1857, she began her maiden voyage from Nordenham to London .

Just one year later, regular liner operations between the New Harbor in Bremerhaven and New York were set up with the 2,674 GRT steamers Bremen and New York . In the following years passenger connections to Baltimore and New Orleans were added.

Due to international economic crises, the economic start of the NDL turned out to be extremely difficult and losses had to be accepted until 1859. The subscription of the share capital was also very slow; instead of the planned four million thalers , only 2.8 million thalers were initially placed. It was not until 1861 that shareholders received dividends and, from 1864, high dividends.

Terminal building of the NDL in Bremerhaven, 1871

In 1867/68 Lloyd entered into a far-reaching partnership with the Baltimore and Ohio Railroad . Both founded the Baltimore Line , which had its own ships until 1978. Here the shipping and railway lines have been meaningfully linked. Bremerhaven also received an important railway connection for passenger traffic as early as 1862 with what was then known as the Geestebahn .

In 1869, the first director, Crüsemann, died at the age of 43. From 1877 to 1892 Johann Georg Lohmann was director of the NDL. He promoted the express steamship policy. Soon, however, founders H. H. Meier and Lohmann were to fight out considerable differences about corporate policy. In 1892 the 5481 BRT first twin-screw steamer was baptized in the name of the founder H. H. Meier . The lawyer Heinrich Wiegand followed as Lloyd general director from 1892 to 1909 . He now shaped the development of the shipping company significantly.

Establishment of an empire in 1870/71

King Albert's first class dining room

Promenade deck of the Great Elector (not to scale photomontage)

Advertising page, painted by Themistocles von Eckenbrecher , 1903

With the founding of the German Empire , NDL underwent strong expansion during the founding period , and thirteen new Strasbourg-class ships were ordered . From 1871 to 1874 a line to the West Indies was unsuccessfully established. A permanent line to the east coast of South America followed in 1876. Meanwhile, there was fierce competition on the transatlantic route, in addition to HAPAG, the Holland-Amerika Lijn from Rotterdam and the Red Star Line from Antwerp were increasingly noticeable. From 1881, eleven express steamers of the river class with 4500 to 6900 GRT. put into service for the North Atlantic voyage.

In 1885, the NDL won the tender for the Reichspostdampferlinien to Australia and East Asia . These lines, subsidized by the German Reich for mail transport , set a further milestone in the expansion of the shipping company. The first major order was placed with a German shipyard when NDL ordered three mail steamers for the main lines (see Prussia ) and three smaller steamers (see Stettin ) for the agreed branch lines from AG Vulcan Stettin on the basis of the contract . Only steamers that were built in Germany were supposed to be used for the lines operated with Reich subsidies. So followed, among others, from 1894 to 1908, many other cargo and passenger ships u. a. the Barbarossa class (over 10,000 GRT, Australia, East Asia and North Atlantic) and the generals class (around 8500 GRT, East Asia / Australia). The shipyards for NDL included the Stettiner Vulcan, Blohm & Voss in Hamburg, F. Schichau in Danzig , the Tecklenborg shipyard in Bremerhaven, the AG Weser shipyard in Bremen, the Seebeck shipyard and the Bremer Vulkan shipyard in Vegesack .

In 1890, the NDL with 66 ships and 251,602 GRT was the second largest shipping company in the world after the British Peninsular and Oriental Steam Navigation Company with 48 ships and 251,603 GRT shipping space. With 31.6% of the German shipping space, it was by far the most important German shipping company, while P&O only comprised 4.7% of the British shipping space.
The NDL also brought most of the passengers from all shipping companies to New York. This was mainly due to the high number of tween deck passengers, mostly emigrants, (67,775 / 18% of the total volume), while the top position among cabin passengers with 16,629 people was also over 16%, but only slightly ahead of the competitors Cunard Line and White Star Line was. The NDL transported 42% of its total passenger volume to New York, but only 16.2% back from there. Passenger traffic to other ports in the US accounted for 15%. The South American route accounted for 17.3% of the passenger volume going there and only 1.7% for the return journey. The imperial post lines had shares of 3% to Australia and 3.9% to East Asia. Both lines had already transported higher absolute numbers than in 1890.

In 1887 the NDL withdrew from the England lines in favor of the Argo shipping company . The NDL remained in the tug service through its participation (1899) in the Unterweser tugboat company (today Unterweser Reederei ).

In 1888 H. H. Meier resigned from his position as Chairman of the Board of Directors. His successor was Friedrich Reck, and Johann Georg Lohmann became director of the NDL.
Lohmann died in 1892 and Reck resigned. Georg Plate became the new chairman of the board of directors, and the board of directors now consisted of Johann Friedrich Bremermann , A. Marquardt and Heinrich Wiegand . Wiegand was initially director, and from 1899 he was general director.

Four-chimney high-speed steamer

Kaiser Wilhelm II.

In 1897, the NDL claimed a top position among the North Atlantic shipping companies with the commissioning of the twin-screw express mail steamer Kaiser Wilhelm der Große, which is equipped with four funnels . The largest and fastest ship in the world at the time, which was also considered one of the most well-proportioned and most beautiful ships abroad, made the competition sit up and take notice, not least with winning the Blue Ribbon for the fastest Atlantic crossing with an average speed of 22.3 knots .

Crown Prince Wilhelm at the Roter Sand lighthouse

From 1901 to 1907 three more twin-screw express mail steamers with 14 to 19 thousand GRT followed, which together with the Kaiser Wilhelm the Great as sister ships formed the Kaiser class of the NDL. With this four-chimney quartet, which departs on regular service from Bremerhaven / Kaiserhafen to Hoboken near New York , the Bremen shipping company owned the most homogeneous fleet of express steamers in the world. The three other representatives of the imperial class were the Crown Prince Wilhelm , the Kaiser Wilhelm II and the Crown Princess Cecilie , whose interiors were designed by some of the most important architects and artists of their time, including Joseph Maria Olbrich , the builder of the Vienna Secession building and representative of the Darmstadt artists' colony , Bruno Paul , a pioneer of modern functional architecture and the leading representative of the “art and craft” movement, Richard Riemerschmid . This ship also had a lot to offer technically, as the largest piston steam engine system that has ever worked in a ship was installed there.

View into the middle segment of the engine room of Crown Princess Cecilie . Below are the two pistons, arranged one behind the other, of the high-pressure cylinder from one of the four-fold expansion steam engines.

With this fleet, the "decade of the Germans" began in transatlantic shipping, in which the NDL and HAPAG dominated the route to the respective shipping company's own port facilities in Hoboken with several record ships and alongside the British Cunard Line and the White Star Line were among the largest Shipping companies in the world were. In 1902 and 1904, respectively, two NDL ships won the Blue Ribbon: the Kronprinz Wilhelm with an average speed of 23.09 knots on the West Passage from Cherbourg to Hoboken / New York and the Kaiser Wilhelm II with 23.58 knots for the east crossing. In 1907 the symbolic Blue Ribbon went to the RMS Lusitania and in 1909 to the RMS Mauretania , both ships of the British Cunard Line. The latter kept the award until 1929.

NDL in the 20th century

In 1899, the NDL acquired 25 coastal steamers from British ownership, which it used in the Pacific.

The three ships Bremen , Main and Saale were badly damaged in the major fire at Hoboken Pier in New York on June 30, 1900 .

1900–1903 the passenger service to East Asia was carried out in association with HAPAG. In 1900, due to the Boxer Rebellion in the Qing Dynasty in China, in addition to the imperial mail steamers and the like. a. 14 Lloyd passenger ships used to transport troops there and Kaiser Wilhelm II gave his notorious “ Hun speech ” on the occasion of the departure of the ship Frederick the Great . After 1914, eight confiscated German ships were renamed with names beginning with the syllable "Hun" (English for Hunne), which gave rise to the collective name Hunnendampfer .

Lloyd was very friendly to the Prussians, which was expressed by the choice of ship names. There were also good personal relationships between Kaiser Wilhelm II and General Director Wiegand. On the other hand, the NDL was cautiously distant from the naval policy of Grand Admiral Alfred von Tirpitz , as these disrupted the good and necessary maritime relations with the United Kingdom and the USA .

In 1900, Kaiser Wilhelm II gave his infamous Huns speech

At the beginning of the 20th century, the US bank tycoon JP Morgan began to buy up a number of shipping companies, including the White Star Line , the Leyland Line and the Red Star Line , in order to build up a transatlantic monopoly. He did not succeed in taking over the British Cunard Line or the French Compagnie Générale Transatlantique (CGT). HAPAG and NDL made Morgan, which also owned the largest US railroad company, Baltimore and Ohio Railroad , an offer to split the market. Together with the Holland-Amerika Lijn and the Morgan shipping company Red Star Line, a contract was signed that divided the passengers among the four companies. A ruinous competition was prevented. In 1912 the Morgan Agreement was terminated.

In 1905, the NDL set up a pure freight line to Australia for the first time between the Reichspostdampfer departures. The new line, for which the Franken-class freighters were procured, initially ran via Benelux ports into the Mediterranean, through the Suez Canal and then called at Padang, Batavia and Soerabaya in the Dutch East Indies, and then circumnavigated and called at the northern tip of Australia along the Queensland coast via Townsville and Brisbane to Sydney. From July 1907, the route led through the South Atlantic to Cape Town, then Fremantle in Australia and around southern Australia, possibly to Brisbane.

In 1907 the North German Lloyd celebrated its 50th anniversary and people spoke of the "world shipping company". He had 93 sea steamers, 51 coastal steamers, two sailing training ships ( Duchess Cecilie and Duchess Sophie Charlotte ) and 53 river steamers as well as 182 lighters and coal prehouses. 491,383 passengers and 3.8 million tons of freight were carried on all lines in 1906. The fleet value was 160 million marks. Around 22,000 people were employed at Lloyd. Due to the high investment costs and an international economic crisis, the shipping company also had to contend with considerable financial difficulties during this time.

The Lloyd building in a view by Otto Bollhagen

Weather vane on the Lloyd train station

Despite financial bottlenecks, the very representative administration building with a tower, the Lloyd building in Bremen on Papenstrasse , was built between 1907 and 1910 according to plans by the architect Johann Georg Poppe . This building in the eclectic style of that time was sold to the Deschimag company ( AG Weser ) in 1942 . After 1945, the Senator for Construction moved into the building, which was badly damaged by the war, and the Remmers pubs in the basement . In 1969 the building was completely demolished in favor of the Horten department store . However, the new shopping arcade next to it bears the name " Lloydpassage ".

On the lucrative North Atlantic passages, new, attractive ships from other major shipping companies, u. a. the RMS Lusitania and RMS Mauretania from the Cunard Line and the RMS Olympic , RMS Titanic and HMHS Britannic from the White Star Line. HAPAG planned ships of 50,000 GRT with the Imperator . The NDL responded with smaller but representative ships such as the Prince Friedrich Wilhelm and the George Washington as well as the Berlin deployed from the Mediterranean to New York ; Ships of 17 to 25 thousand GRT and a speed of 17 to 20 knots. In 1914, the construction of two 33,000 GRT steamers of the Columbus class was finally commissioned; the First World War prevented completion.

In 1914 the shipping company employed around 22,000 people. The company's success also had a direct impact on the rapid growth of the city of Bremerhaven, which was founded in 1827.

After the death of General Manager Wiegand in 1909, Philipp Heineken followed him until 1920 .

To improve passenger handling, the so-called Lloyd station was built in 1913 on the back of Bremen main station with the large Lloyd coat of arms.

Lloyd train station

The NDL lines around 1907

Europe-America

• Bremerhaven – Baltimore | Bremerhaven – Savannah | Bremerhaven – Galveston
• Bremerhaven – Cuba
• Bremerhaven – La Plata ports | Bremerhaven – Brazil
• Bremerhaven – New York
• Genoa – New York

Mediterranean Sea

• Marseille – Alexandria as well as the German Mediterranean Levante Line and the joint service with the Royal. Romanian steamship company

Europe – Asia / Australia

• Freight route Bremerhaven-Cape Town-Australia
• Reichspostdampfer lines Bremerhaven – East Asia and Bremerhaven – Australia

Asia / Australia (including coastlines)

• Hong Kong – Bangkok | Hong Kong – Bangkok (via Swatow) | Hong Kong – Bangkok (via Singapore) | Hong Kong Straits | Hong Kong – Southern Philippines
• Penang Deli
• Imperial mail steamer line Australia – Manila – Hong Kong – Japan
• Imperial mail steamer line Singapore – Batavia – New Guinea – Rabaul
• Shanghai – Hankow
• Singapore Deli | Singapore – Bangkok | Singapore – Southern Philippines | Singapore – Moluccas (via Borneo) | Singapore – Moluccas (via Celebes)

German coast

• Passenger shipping from Bremen to Bremerhaven
• Towing Bremen – Hamburg and Bremen – Bremerhaven
• Seaside bathing service on the North Sea coast

The First World War

Up to the beginning of the First World War (despite the renewed competition from England ) the trend continued upwards. For the civil shipping company, the beginning of the war was a stress test and a logistical challenge, because a large part of the fleet was scattered across the oceans. Most of the ships managed to call at neutral or domestic ports in good time. From now on, the technical operation of the NDL in Bremerhaven worked almost exclusively for the Imperial Navy . The Deutsche Ozean-Rhederei - the NDL had the majority of the capital - operated trading submarines; under Lloyd captain Paul König two trips across the Atlantic.

At the beginning of the war, the NDL had a fleet with a total tonnage of over 900,000 GRT. In the Treaty of Versailles , the victorious powers forced the delivery of all seagoing ships over 1,600 GRT and half of all units from 100 to 1,600 GRT.

In 1917 the port facilities in Hoboken and all Lloyd steamers lying there were confiscated. There was no longer a NDL fleet like in the prewar times. The shipping company almost had to start over.

After the First World War

The third Europa (at the front of the pier) together with her sister ship, the fourth Bremen (at the back) in Bremerhaven , March 1930

After the war, the Lloyd still had a fleet of small steamers with a total of 57,000 GRT. It was continued in 1919 with the seaside resort services, the towing services and light ships. The “flagship” was the small seaside resort steamer Grüß Gott with only 781 tons. From 1920 to 1939, the NDL participated in the East Prussian Sea Service , from 1922 with the ship Hanseatic City of Danzig .

In 1920 a subsidiary for air traffic was founded. In 1920 this merged with Sablatnig Flugzeugbau GmbH to form Lloyd Luftverkehr Sablatnig . In 1923, HAPAG and Norddeutscher Lloyd merged their aviation interests in Deutsche Aero Lloyd, from which the " Deutsche Luft Hansa AG " was formed through the merger with Junkers Luftverkehr AG on January 6, 1926 . (see also: History of Lufthansa )

In August 1920, the NDL was able to conclude an agency contract with the United States Mail - from 1921 United States Lines - and expand this into community services. With the former Rhine , now the Susquehanna , the liner service from New York to Bremerhaven was resumed under the US flag in 1920.

The still unfinished Columbus was ceded to Great Britain after the end of the war and bought by the British state in 1920 through the White Star Line. The ship itself was still in Danzig. The White Star Line had a great need for tonnage, firstly because of the many war losses and secondly because the loss of the Titanic still had to be compensated. The further construction of the Columbus at the Schichau shipyard was very slow in 1919, because the company and the workers did not show any great enthusiasm for a ship that they knew would fall into the hands of the former enemy. White Star Line inspectors appeared at the shipyard in Gdansk to oversee the prefabricated construction. Finally, in autumn 1921, the so-called Columbus Agreement between the Germans and the British came about. The German government and Norddeutsche Lloyd promised to use their influence for a speedy completion of the ship and to raise no legal concerns, because Danzig was no longer part of the German Reich. In return for these commitments, the British decided not to deliver six ships from the NDL that had spent the war in South America. These were the former Reichspost steamers Seydlitz (7942 BRT / 03) and Yorck (8901 BRT / 06), the Gotha (6653 BRT / 07) used for La Plata and the freighters Göttingen (5441 BRT / 07), Westphalia (5112 BRT / 05) and Holstein (4932 GRT / 11). These six ships seemed more important to Lloyd for a new start than a giant steamer.

The third Europe

Profit participation certificate for 500 RM from Norddeutscher Lloyd from May 1926

The other Columbus- class ship, the ex Hindenburg , had hardly been built during the war. In 1924, the 32,354 GRT passenger ship was completed as the Columbus and put into service to America. Furthermore, new freighters and passenger ships were built and other ships were bought back. At the end of 1921 a South American line was opened again with the Seydlitz and at the beginning of 1922 an East Asian line with the Westphalia .

A brief post-war boom was followed by money inflation in Germany. However, Lloyd successfully expanded its fleet. He hired twelve new passenger ships for the South America cruise, the Central America service and the East Asia cruise with 8700-11,400 GRT. In addition to the Columbus, three new passenger ships with 13,000-15,000 GRT ( Munich , Stuttgart , Berlin ) for the North Atlantic followed. In 1927 the passenger ship formerly destined for the NDL, the ex Zeppelin , was bought back from Great Britain , which came into service as Dresden .

In the management of the NDL, the lawyer Carl Stimming became general director from April 1921, while his predecessor Heineken now acted as chairman of the supervisory board. Between 1925 and 1928, Lloyd took over a number of shipping companies (HABAL, Roland-Linie , Argo ), which it had also previously determined. Coming from the Roland-Linie, the expansive and increasingly decisive businessman Ernst Glässel became a deputy on the Lloyd board in 1926 . In 1926 there was another dividend . American loans financed vigorous growth and new ships were ordered.

55 cents - special stamp from Germany (2004) with Bremen

In 1929 and 1930 the two large passenger steamers, the turbine ships Bremen and Europa with 51,656 GRT and 49,746 GRT respectively, were put into service. With an average speed of around 27.9 knots, both ships were to receive the Blue Ribbon for the fastest Atlantic crossings. The Columbus was completely overhauled in 1929.

Passenger traffic between the United States and Europe decreased sharply from 1928 to 1939. In 1928, the NDL accounted for around eight percent of a passenger volume of 1,168,414 passengers. In 1932, the NDL was supposed to carry 16.2% of the 751,592 passengers. In 1938, 685,655 passengers were still carried across the Atlantic and Lloyd had a share of around eleven percent. In addition, the competition with the new Italian, French and British ships Rex (51,062 GRT), Conte di Savoia (48,502 GRT), Normandie (79,280 GRT) and Queen Mary (80,744 GRT) increased considerably.

The global economic crisis of 1929 that started in the USA was also to hit the German shipping companies. In 1930, Lloyd and HAPAG therefore concluded a union agreement for cooperation, and from 1935 an operating group for the North Atlantic was established; the first signs of a merger became visible. In 1932 the NDL got increasingly into an economic crisis: layoffs (around 5000 employees), wage cuts and balance sheet losses characterized this period. Lloyd's illiquidity led to Glässel's dismissal.

In 1932 the Reich government appointed Siegfried Graf von Roedern as a “trustee” for Lloyd and the also ailing HAPAG. In 1932 Heinrich F. Albert Lloyd was head of the company for a very short period of time and then from 1932 the National Socialist Rudolph Firle . The Bremen State Councilor Karl Lindemann took over the chairmanship of the Supervisory Board from 1933 to 1945. An economic reorganization of the group through unbundling and restructuring has been initiated. The HBAL and the Roland line were again on their own, and other shipping companies took over the African and Mediterranean lines. Like HAPAG, the NDL had to hand over ships in particular to Hamburg-Süd , Deutsche Afrika-Linien (DAL) and Deutsche Levante Linie (DLL), which were to serve their shipping areas without German competition in the state-induced reorganization.

In 1935 the turbine fast ships Scharnhorst , Gneisenau and Potsdam (each with around 18,000 GRT) were used for East Asia. The modernization of the fleet continued. Lloyd was slowly recovering and in 1937 it posted modest gains.

In 1939 70 ships with 562,371 GRT, the sailing training ship Kommodore Johnsen (today the Russian Sedov ), three seaside resort ships , 19 tugs and 125 small vehicles with a total of 604,990 GRT were in use. 12,255 employees worked for the NDL, 8,811 of them in the fleet. In World War II, nine freighters were completed. All ships were lost through the war or through reparations to the Allies. The Columbus had to be sunk in 1939, the Bremen burned in 1941, the Steuben was sunk in the Baltic Sea in 1945 (4,000 dead) and the Europa  - claimed by France - sailed again as Liberté in 1947 .

The Reich was the main shareholder of the NDL. In 1941/42 Lloyd was privatized again and cigarette manufacturer Philipp Reemtsma became the main shareholder. Johannes Kulenkampff was a board member from 1932 and from 1942 board member of the NDL and Richard Bertram from 1937 board member and from 1942 board member of the NDL.

Gripsholm , from 1955 Berlin

After the Second World War

15 Pf - special stamp of the German Federal Post Office (1983) with the freighter type Bayernstein

Nabob in the Bremen overseas port in 1959

The Bremen , Saint Thomas , Caribbean 1968

Buchenstein and Havelstein in the port of Antofagasta SAWK , 1963

At the end of the war, the Lloyd building was bombed out and all the large Lloyd ships sunk or confiscated. Only the freighter Bogotá remained with the shipping company, but was far away in Japan. With the re-approval as a "coastal shipping and stevedoring company" by the US military government on November 29, 1945, the NDL began - as it had already after the First World War - virtually from scratch with an agency operation, maneuvering and bathing services. Johannes Kulenkampff and Richard Bertram, as members of the board of the NDL, were the driving forces behind the company with initially only 350 employees. In 1948 the first travel agency Hapag-Lloyd opens. Emigration and modest tourism were the first deals. The seaside resort ships Wangerooge and Glückauf now determine the picture. From 1949 freighters up to 7200 GRT were allowed to be operated and built by German shipowners and shipyards. In 1950, the NDL ordered its first newbuildings from Bremer Vulkan , the Rheinstein class (2791 BRT, 13 Kn).

After the Allies' restrictions on German shipping were lifted in 1951, the NDL also began building a new fleet. First he bought older cargo ships (e.g. the Nabob , a former American auxiliary aircraft carrier) and he had new cargo ships built from 4,000 to 9,000 GRT and from 5,000 to 13,000 tons deadweight (dwt). The Stein names were decisive: Lichtenstein , Liebenstein or from 1953 with the Brandenstein class , Weserstein , Werrastein then 1954 with Schwabenstein , Hessenstein and Bayernstein . From 1955, three ships of the Ravenstein class were purchased and the ships of the Tannstein class and Bischofstein class were added through new construction . The four Spreestein class freighters came from Bremer Vulkan in 1957, four Burgenstein class freighters from 1958 from Bremer Vulkan and two Wiedstein class freighters from 1959 from Bremer Vulkan and the Atlas works. In 1960 Howaldtswerke Hamburg delivered two Regenstein class freighters to the NDL. The 10,481 GRT fast freighter (21.5 knots) Friesenstein introduced the Friesenstein class from 1967 and replaced the Nabob and the Schwabenstein .

The NDL operated lines to Canada, Mexico, the Canary Islands, 1953 to East Asia and 1954 to Australia.

Passenger shipping began in 1955 with the converted Swedish Gripsholm from 1924; the renewed, 17,993 GRT Berlin was the sixth German Berlin and the fourth Berlin at the NDL . She sailed the North Atlantic routes. This was followed in 1959 by the 32,336 GRT Bremen (ex Pasteur ) with its one distinctive chimney and in 1965 the 21,514 GRT Europa (ex Kungsholm ), which had space for 843 passengers. These ships, which were initially used in the liner service to America, were soon afterwards in the cruise line.

The passenger shipping business was increasingly in deficit, and the rapidly growing container traffic also required cost-intensive changes in the freight sector . In 1968, Lloyd was able to open the first container liner service to the USA with the 13,384 GRT Weser Express . Two more container ships soon followed.

By 1960 the NDL owned 47 seagoing vessels and this number remained almost the same until 1970. In 1968 it had a fleet of 343,355 GRT (1970: 391,313 GRT) and was ranked 16th in the world for all shipping companies, while the HAPAG shipping company ranked 9th with 410,786 GRT. In 1970 the NDL had a turnover of 515 million DM and a share capital of 54 million DM. It employed 6,200 people, 3,500 of them at sea.

In 1967 Claus Wätjen and Horst Willner and in 1969 Karl-Heinz Sager became members of the board. You should actually replace Kulenkampff (board member until 1968) and Bertram (until 1970) as board member. Since Lloyd already handled 3/4 of the freight business in association with HAPAG, a merger of the two largest shipping companies in Germany made perfect sense.

On January 1, 1970, Norddeutsche Lloyd and Hamburg-Amerikanische Packetfahrt-Actien-Gesellschaft (HAPAG) merged into Hapag-Lloyd AG with headquarters in Hamburg and head offices in Hamburg and Bremen. Later, all departments in Hamburg were gradually brought together and the Bremen location was given up.

Participant of the fourth major Bremen NDL meeting on February 20, 2013

On February 20, 2007, a small group of committed, former employees of North German Lloyd organized a meeting in the Bremen Ratskeller to mark the 150th anniversary of the shipping company . This event was very popular, so it was decided to hold further meetings in the following years. In the meantime, the meetings are always held on February 20th each year and take place in the former Lloyd building (Lloyd train station), now the Courtyard Marriott Hotel in Bremen.

Timeline NDL post-war cargo ship classes 1950–1980 (selection)
Class / years	1950s										1960s										1970s
	0	1	2	3	4th	5	6th	7th	8th	9	0	1	2	3	4th	5	6th	7th	8th	9	0	1	2	3	4th	5	6th	7th	8th	9
Rheinstein class
Lichtenstein class		Construction phase
Brandenstein class
Weserstein class
Schwabenstein class ( combination ships )											Working time
Ravenstein class
Tannstein class																							sale
Spreestein class
Burgenstein class
Friesenstein class
Weser Express class

Legacy of the North German Lloyd

NDL coat of arms on the former Lloyd train station

• The new company bears the name Lloyd as part of the company name.
• The Lloyd Werft Bremerhaven , which emerged from the NDL, with the old washing facility in Bremerhaven (today the company headquarters) is also reminiscent of the NDL.
• For a while, the Lloyd symbolism was still recognizable in flags and chimney markings.
• The old administration building on Papenstrasse was demolished in 1969 and the Horten department store (today: Galeria Kaufhof) was built on the property. The Große Hundestrasse, on which the building was located, is the first street in Bremen to be privatized and converted into a passage with a glass roof. It bears the name Lloyd Passage .
• The Lloyd train station (the former Lloyd baggage department building) from 1913 at the main train station (Gustav-Deetjen-Allee) in Bremen was designed by the architect Rudolf Jacobs . It was the second headquarters of Hapag-Lloyd. The NDL's coat of arms adorns the main portal. From this building a direct tunnel went under the tracks with stair access to all platforms - the so-called Lloyd tunnel. After the Second World War, this was the walking connection to the Bürgerweide without access to the tracks. The tunnel was closed with the construction of the Intercity Hotel.
• The Lloyd Dynamowerke (LDW) in Bremen-Hastedt.
• There are also buildings in Bremerhaven and Bremen where the NDL used to be present.
• The Bremer Bank was founded by Meier for ship financing.

H. H. Meier, founder

Personalities at the NDL

Eduard Crüsemann, founder

Johann Georg Lohmann, director

Philipp Heineken (r.), Chairman of the Supervisory Board

Leopold Ziegenbein, 1931; Captain and Commodore

in chronological order

• Hermann Henrich Meier (1809–1898); Founder and first chairman of the supervisory board of the NDL from 1857–1888
• Eduard Crüsemann (1826–1869); Founder and first director of the NDL from 1857–1869
• Heinrich Wessels; Captain of express steamers (e.g. 1858 Bremen (I)
• Johann Georg Lohmann (1830-1892); 1877–1892 director of the NDL
• August Hermann Friedrich Neynaber alias HFA or HAF called Hermann Neynaber; (1822–1899) captain of express steamers from 1866–1881 ( Bremen, Germany, Danube, Moselle, Crown Prince Friedrich Wilhelm, Rhine ); first captain of the NDL, who completed 100 Atlantic crossings (see New York Times August 12, 1880)
• Johann Friedrich Bremermann (1842–1913); 1868 head of department, 1892 director of the supplies office of the NDL
• Carl August Christoph Leist ; (1842–1925), from 1868 captain of large express steamers, 1891–1912 member of the board
• Willy Christoffers ; Captain of large express steamers from 1886 to 1900
• Georg Plate (1844-1914); from 1887 on the supervisory board of the NDL, chairman of the supervisory board of the NDL 1892–1911
• Friedrich Achelis (1840–1917), member of the supervisory board of the NDL from 1877, chairman of the supervisory board of the NDL from 1911 to 1917
• Heinrich Wiegand (1855–1909); 1889 consultant, 1892–1899 director and 1899–1909 general director of the NDL
• Charles August Polack (1860–1934), captain of the Kaiser Wilhelm the Great , George Washington and the Crown Princess Cecilie , among others
• Philipp Heineken (1860-1947); 1909–1920 general director, 1920–1933 chairman of the supervisory board of the NDL
• Sigmund Meyer (1873–1935), hived off the North German Automobil- und Motoren AG (NAMAG) from the NDL in 1906
• Dietrich Ballehr (1873-1959); Captain of passenger ships and sailing training ships, etc. a. the Duchess Cecilie
• Carl Joachim Stimming (1876–1931), 1921–1931 General Director of the NDL
• Arnold Petzet ; 1906 to 1927 on the NDL board and responsible for inland transport, foundation of the travel agency sector
• Ehrenfried Günther Freiherr von Hünefeld (1892–1929); from 1923 press spokesman for the NDL, aviation pioneer
• Ernst Glässel (1878–1950); 1926 deputy on the Lloyd board, 1931–1932 board member of Lloyd
• Paul König (1867–1933); With the NDL since 1896, 1911 captain, 1916 captain of the commercial submarine Germany , 1920–1932 head of the nautical department of the NDL
• Nikolaus Johnsen ; Captain and Commodore ao 1924 the Columbus and 1930 the Europa (III)
• Leopold Ziegenbein (1874–1950); Captain and 1932–1936 Commodore ao on the Bremen (IV)
• Oskar Scharf ; Captain on the Europa (III)
• Adolf Ahrens (1879–1957); Captain and 1939–1941 Commodore including the Columbus and the Bremen (IV)
• Heinrich F. Albert ; 1932–1933 general director of the NDL
• Karl Lindemann (1881-1965); ex State Council, 1933–1945 Chairman of the Supervisory Board of the NDL
• Rudolph Firle (1881-1969); 1933–1940 general director of the NDL, 1940 to 1944 on the supervisory board of the NDL
• Philipp F. Reemtsma (1893-1959); privatized NDL and Hapag on behalf of the state, majority shareholder from 1942 and on the supervisory board of both shipping companies
• Wilhelm von Opel (1871-1948); from 1942 on the supervisory board of NDL and Hapag
• Hermann Ritter (1878–1949); Head of the tobacco company Brinkmann, from 1941 on the supervisory board of the NDL
• Gustav Scipio (1872-1949); from 1941 on the supervisory board of the NDL
• Louis Krages (1875-1955); from 1941 on the supervisory board of the NDL
• Johannes Kulenkampff (1901–1987) World War I; from 1932 member of the board and from 1942 to 1968 board member of the NDL
• Richard Bertram (1904–1979); from 1937 member of the board and from 1942 to 1970 board member of the NDL
• Otto Dettmers (1892-1986); from 1938 on the board of the NDL; shortly thereafter for a short time (1940–1942) Chairman of the Board of the NDL
• Gottfried Clausen ; 1946 captain of the Glückauf seaside resort ship , previously captain of the sailing training ship Kommodore Johnsen
• Paul Hampel; Head of Ship Operations Technology at the NDL from around 1950 to 1970
• Heinrich Lorenz (1898–1966); including captain of the Berlin (IV)
• Günter Rössing ; including captain of Bremen (V)
• Franz Witt ; Chairman of the Supervisory Board, from Dresdner Bank
• Alois Alzheimer; 1968 Deputy Chairman of the Supervisory Board of the Munich Reinsurance Company
• Karl-Heinz Sager (1931–2011); from 1969 member of the board at NDL, 1973–1982 deputy board spokesman for Hapag-Lloyd AG.
• Horst Willner (1919-1999); from 1967 member of the board at NDL, responsible for tourism
• Hinrich Bischoff (1936-2005); 1972–1976 first managing director of Hapag-Lloyd Flug GmbH

Passenger ships

year	Surname	tonnage	shipyard	Lineage / fate
1858	Bremen (I)	2674 GRT	Caird & Co. Ltd., Greenock	Bremerhaven-New York, sold in 1874
1858	Hudson	2266 GRT	Palmer Bros. & Co. , Jarrow	Bremerhaven-New York, burnt out and repaired in 1858, sold in 1862
1858	New York	2674 GRT	Caird & Co. Ltd., Greenock	Bremerhaven-New York, sold in 1874
1858	Weser (I)	2266 GRT	Palmer Bros. & Co., Jarrow	Bremerhaven-New York, sold in 1859 after storm damage
1861	Hansa (I)	2992 GRT	Caird & Co. Ltd., Greenock	Bremerhaven-New York, sold in 1879
1863	America	2752 GRT	Caird & Co. Ltd., Greenock	Bremerhaven-New York, sold in 1894
1865	Hermann	2713 GRT	Caird & Co. Ltd., Greenock	Bremerhaven-New York, 1893 given in payment for the new building by H. H. Meier
1866	Germany	2947 GRT	Caird & Co. Ltd., Greenock	Bremerhaven-New York, stranded at Kentish Knock in 1874 and sold
1867	union	2880 GRT	Caird & Co. Ltd., Greenock	Bremerhaven-New York, stranded at Rattray Head ( Scotland ) in 1870
1867	Weser (II)	2823 GRT	Caird & Co. Ltd., Greenock	Bremerhaven-New York, sold for demolition in 1896
1868	Baltimore	2316 GRT	Caird & Co. Ltd., Greenock	Bremerhaven-Baltimore, sold for demolition in 1894
1868	Berlin (I)	2334 GRT	Caird & Co. Ltd., Greenock	Bremerhaven-Baltimore, sold for demolition in 1894
1868	Main (I)	2899 GRT	Caird & Co. Ltd., Greenock	Bremerhaven-New York, sold in 1891
1868	Rhine (I)	2901 GRT	Caird & Co. Ltd., Greenock	Bremerhaven-New York, sold in 1892
1869	Danube (I)	2896 GRT	Caird & Co. Ltd., Greenock	Bremerhaven-New York, burnt out at Fastnet ( English Channel ) in 1895 and abandoned
1869	Frankfurt (I)	2582 GRT	Caird & Co. Ltd., Greenock	Bremerhaven-New Orleans, traded in for new buildings in 1894
1869	Hanover (I)	2571 GRT	Caird & Co. Ltd., Greenock	Bremerhaven-New Orleans, sold for demolition in 1894
1869	Leipzig (I)	2384 GRT	Caird & Co. Ltd., Greenock	Bremerhaven-Baltimore, sold for demolition in 1894
1869	Ohio	2393 GRT	Caird & Co. Ltd., Greenock	Bremerhaven-Baltimore, sold in 1894
1870	Cologne (I)	2556 GRT	Caird & Co. Ltd., Greenock	Bremerhaven-New Orleans, sold for demolition in 1895
1871	Count Bismarck	2393 GRT	Caird & Co. Ltd., Greenock	Bremerhaven-West India, sold for demolition in 1897
1871	King Wilhelm I.	2400 GRT	Caird & Co. Ltd., Greenock	Bremerhaven West Indies, stranded and sold in 1873
1871	Crown Prince Friedrich Wilhelm	2387 GRT	Caird & Co. Ltd., Greenock	Bremerhaven-West India, sold for demolition in 1897
1872	Moselle (I)	3114 GRT	Caird & Co. Ltd., Greenock	Bremerhaven-USA, 1875 attack on the Moselle , stranded at Lizard Point in 1882
1872	Strasbourg (I)	3025 GRT	Caird & Co. Ltd., Greenock	Bremerhaven-USA, sold for demolition in 1896
1873	Braunschweig	3079 GRT	R. Steele & Co. Ltd., Greenock	Bremerhaven-USA, sold for demolition in 1896
1873	Field Marshal Moltke	3060 GRT	Caird & Co. Ltd., Greenock	Bremerhaven-West India, sold to P&O in 1875 , Assam
1873	Hohenzollern (I)	3,092 GRT	Earle's Shipbuilding , Hull	Bremerhaven West Indies, sold in 1899
1873	Minister Roon	3,066 GRT	Caird & Co. Ltd., Greenock	Bremerhaven-USA, sold to P&O in 1875 , Siam
1874	General Werder	3020 GRT	Caird & Co. Ltd., Greenock	Bremerhaven-USA, traded in for a new building in 1892
1874	Hohenstaufen	3090 GRT	Earle's SB & Eng. Co. Ltd., Hull	Bremerhaven-USA, sold for demolition in 1897
1874	Neckar (I)	3120 GRT	Caird & Co. Ltd., Greenock	Bremerhaven-USA, sold for demolition in 1896
1874	Nuremberg (I)	3116 GRT	R. Steele & Co. Ltd., Greenock	Bremerhaven-USA, sold for demolition in 1895
1874	Or (I)	3,158 GRT	Caird & Co. Ltd., Greenock	Bremerhaven-USA, stranded at Socotra in 1887
1875	Salier	3,084 GRT	Earle's SB & Eng. Co. Ltd., Hull	Bremerhaven-USA / -La Plata, sunk off Cabo Corrubedo (Spain) in 1896 (279 dead)
1876	Habsburg	3094 GRT	Earle's SB & Eng. Co. Ltd., Hull	Bremerhaven-USA / -La Plata, sold for demolition in 1898
1881	Elbe (I)	4510 GRT	John Elder & Co. Ltd., Glasgow	North Atlantic express steamer, sunk after a collision in the North Sea in 1895 (332 dead)
1882	Werra (I)	4815 GRT	John Elder & Co. Ltd., Glasgow	North Atlantic express steamer, sold for demolition in 1901
1883	Fulda (I)	4814 GRT	John Elder & Co. Ltd., Glasgow	North Atlantic express steamer, sold for demolition in 1899 after being severely damaged
1884	Eider (I)	5129 GRT	John Elder & Co. Ltd., Glasgow	North Atlantic express steamer, stranded off the Isle of Wight in 1892
1884	Ems (I)	5129 GRT	John Elder & Co. Ltd., Glasgow	North Atlantic express steamer, sold in 1901
1886	All (I)	4,964 GRT	Fairfield SB & Eng. Co. Ltd., Glasgow	North Atlantic express steamer, broken up in 1904
1886	Danzig	1852 GRT	AG Vulcan, Szczecin	Branch line imperial mail steamer, sold in 1896
1886	Lübeck	1815 GRT	AG Vulcan, Szczecin	Branch line imperial mail steamer, sold in 1895
1886	Prussia	4577/5295 GRT	AG Vulcan, Szczecin	Reichspostdampfer, extended in 1894, sold for demolition in 1909
1886	Saale (I)	4967 GRT	Fairfield SB & Eng. Co. Ltd., Glasgow	North Atlantic express steamer, burnt out in Hoboken in 1900 , sold in 1901
1886	Szczecin	1815/2230 GRT	AG Vulcan, Szczecin	Branch line Reichspostdampfer, extended in 1896, sold in 1903
1886	Trave (I)	4996 GRT	Fairfield SB & Eng. Co. Ltd., Glasgow	North Atlantic express steamer, sold for demolition in 1908
1887	Bavaria	4574/5034 GRT	AG Vulcan, Szczecin	Reichspostdampfer, extended in 1893, sold for demolition in 1909
1889	Kaiser Wilhelm II. 1900: Hohenzollern	6990 GRT	AG Vulcan, Szczecin	Reichspostdampfer Australia, renamed in 1900, stranded near Sardinia in 1908
1887	Lahn (I)	5097 GRT	Fairfield SB & Eng. Co. Ltd., Glasgow	North Atlantic express steamer, sold in 1904
1887	Saxony	4571/5027 GRT	AG Vulcan, Szczecin	Reichspostdampfer, extended in 1894, sold for demolition in 1909
1889	Dresden	4802 GRT	Fairfield SB & Eng. Co. Ltd., Glasgow	Sold in 1903
1889	Karlsruhe	5347 GRT	Fairfield SB & Eng. Co. Ltd., Glasgow	Sold for demolition in 1908
1889	Munich (I)	4803 GRT	Fairfield SB & Eng. Co. Ltd., Glasgow	Sold in 1902
1889	Stuttgart (I)	5349 GRT	Fairfield SB & Eng. Co. Ltd., Glasgow	Sold for demolition in 1908
1890	Spree (I) 1899: Empress Maria Theresia	6963 GRT 8276 GRT	AG Vulcan , Szczecin	North Atlantic express steamer, converted to a twin-screw steamer and a three-chimney in 1899, renamed / sold to Russia as an auxiliary cruiser in 1904
1890	Darmstadt	5316 GRT	Fairfield SB & Eng. Co. Ltd., Glasgow	Sold in 1911
1890	Gera (I)	5319 GRT	Fairfield SB & Eng. Co. Ltd., Glasgow	Sold in 1909
1891	Havel (I)	6963 GRT	AG Vulcan, Szczecin	North Atlantic express steamer, sold to Spain as an auxiliary cruiser in 1898
1891	Oldenburg	5317 GRT	Fairfield SB & Eng. Co. Ltd., Glasgow	Sold in 1911
1891	Weimar	5316 GRT	Fairfield SB & Eng. Co. Ltd., Glasgow	Sold in 1908
1892	HH Meier	5481 GRT	Armstrong, Mitchell & Co . Ltd., Newcastle	first twin screw steamer, sold in 1901
1893	Mark (I)	3936 GRT	Armstrong, Mitchell & Co. Ltd., Newcastle	La Plata-Dienst, sold to the German East Africa Line in 1902 , renamed Markgraf ,
1893	Palatinate (I)	3874 GRT	Wigham, Richardson & Co . Ltd., Newcastle	La Plata service, sunk in 1904
1894	Prince Heinrich	6263 GRT	F. Schichau, Danzig	Reichspostdampfer, launched in Lisbon in 1914 / confiscated by Portugal in 1916
1894	Prince Regent Luitpold	6288 GRT	F. Schichau , Danzig	Reichspostdampfer, launched in Messina in 1914 / confiscated by Italy in 1915
1894	Willehad	5003 GRT	Blohm & Voss AG, Hamburg	Launched in Boston in 1914 / confiscated by US Shipping Board in 1917
1894	Wittekind	5001 GRT	Blohm & Voss AG, Hamburg	Launched in Boston in 1914 / confiscated by US Shipping Board in 1917
1895	Aachen	3975 GRT	AG Vulcan, Szczecin	South American Service, 1914 Imperial Navy (Sperrbrecher), sunk by a British submarine in the Baltic Sea on July 30, 1915
1895	Bonn	3973 GRT	Germania shipyard , Kiel	South American service, sold to Hamburg in 1913, renamed Gregor , confiscated by Russia from 1914–1918, lost on February 11, 1920 due to stranding
1895	Crefeld	3973 GRT	AG Vulcan, Szczecin	South American service, interned in 1914 from Rio de Janeiro as supplier of SMS Karlsruhe , 22 October 1914 in Tenerife, stranded in Spain in 1918, 1932
1895	Hall	3964 GRT	Germania shipyard, Kiel	South American service, sold to Hamburg in 1913, renamed Pawel , sold to the Netherlands in 1915, broken up in 1925
1896	Frederick the Great	10531 GRT	AG Vulcan, Szczecin	Reichspostdampfer Australia, launched / confiscated in New York in 1914 , US service
1897	Barbarossa	10,769 GRT	Blohm & Voss AG, Hamburg	Reichspostdampfer Australia, launched / confiscated in New York in 1914 , US service, broken up in 1924
1897	Bremen	10522 GRT	F. Schichau, Danzig	Reichspostdampfer Australia, delivered to Shipping Controller, London, in 1919, ran as Constantinople for the Byron Line, broken up in 1929
1897	Coblenz	3,169 GRT	Blohm & Voss, Hamburg	Brazil service, 1907 Austral-Japan service, launched in 1914 Manila, confiscated in 1917, US service
1897	Queen Luise	10,566 GRT	AG Vulcan, Szczecin	Reichspostdampfer Australia, delivered to Shipping Controller , London , in 1919
1899	King Albert	10643 GRT	AG Vulcan, Szczecin	Reichspostdampfer East Asia, launched in Genoa in 1914 / confiscated by Italy in 1915
1900	Great Elector	13,183 GRT	F. Schichau, Danzig	Reichspostdampfer Australia, launched / confiscated in New York in 1914 , US service
1900	Princess Irene 1923: Bremen (III) 1928: Karlsruhe (II)	10,881 GRT	AG Vulcan, Szczecin	Reichspostdampfer East Asia, launched / confiscated in New York in 1914 , US service, bought back and renamed in 1923, renamed again in 1928, demolished in 1932
1897	Mainz	3204 GRT	Joh. C. Tecklenborg , Geestemünde	Brazil service, 1910 Spitsbergen expedition, sold to Belgium in 1912, Dieppe
1898	trier	3168 GRT	G. Seebeck AG , Geestemünde	Brazilian service, stranded off La Coruña , July 6, 1902
1897	Kaiser Wilhelm the Great	14349 GRT	AG Vulcan, Szczecin	North Atlantic express steamer, 1914 auxiliary cruiser, sunk by British cruiser Highflyer
1901	Crown Prince Wilhelm	14,908 GRT	AG Vulcan, Szczecin	North Atlantic express steamer, 1914 auxiliary cruiser , interned in Newport News in 1915 / confiscated by US Shipping Board in 1917
1898	Emperor Friedrich	12,481 GRT	F. Schichau, Danzig	North Atlantic express steamer, not accepted, launched in 1899/1912 to Compagnie de Navigation Sud-Atlantique , Burdigala
1899	Rhine (II)	10 058 GRT	Blohm & Voss AG, Hamburg	North Atlantic Service launched in Baltimore in 1914 / confiscated by US Shipping Board in 1917
1900	Main	10,067 GRT	Blohm & Voss AG, Hamburg	North Atlantic Service, delivered to Shipping Controller, London, in 1919
1901	Neckar	9835 GRT	JC Tecklenborg AG, Geestemünde	North Atlantic Service launched in Baltimore in 1914 / confiscated by US Shipping Board in 1917
1899	Cologne (II)	7409 GRT	JC Tecklenborg AG, Geestemünde	North Atlantic service, launched in Boston in 1914 / confiscated by US Shipping Board in 1917, US service as Amphion , canceled in 1924
1899	Hanover (II)	7,305 GRT	Wigham, Richardson & Co. Ltd., Newcastle	Last order from NDL to an English shipyard, North Atlantic Service, delivered to Shipping Controller, London in 1919, buy-back in 1921, with NDL until 1932
1900	Frankfurt (II)	7431 GRT	JC Tecklenborg AG, Geestemünde	North Atlantic Service, delivered to Shipping Controller, London, in 1919, in service as Sarvistan until 1931
1901	Cassel	7543 GRT	JC Tecklenborg AG, Geestemünde	North Atlantic Service, delivered to Shipping Controller, London, in 1919, under way as Marechal Gallieni , broken up in 1926
1901	Wroclaw	7524 GRT	Bremer Vulkan AG, Vegesack	North Atlantic Service, launched in New Orleans in 1914 / confiscated by the US Shipping Board in 1917 , scrapped in US service as Bridgeport and Larkspur , 1947
1902	Chemnitz (I)	7542 GRT	JC Tecklenborg AG, Geestemünde	North Atlantic Service, delivered to Shipping Controller, London in 1919, demolished in 1923
1902	Brandenburg	7532 GRT	Bremer Vulkan AG, Vegesack	North Atlantic Service, delivered to Shipping Controller, London in 1919, Hecuba in 1922, broken up in 1924
1900	Strasbourg (II)	5057 GRT	Bremer Vulkan AG, Vegesack	East Asian service, sold to Hapag in 1904 , Slavonia
1900	Wurzburg	5085 GRT	Bremer Vulkan AG, Vegesack	East Asia and then South America service, launched in St. Vincent in 1914 / confiscated by Portugal in 1917
1902	Schleswig	6955 GRT	AG Vulcan, Szczecin	Mediterranean services, delivered to France in 1919 ( MM , Général Duquesne )
1902	Erlangen (I)	5285 GRT	Bremer Vulkan AG, Vegesack	La Plata service, sunk off Ameland in 1917 after being hit by a mine
1903	Prince Waldemar	3227 GRT	G. Seebeck AG, Geestemünde	Reichspostdampfer Austral-Japan-Linie, launched in Honolulu in 1914 / confiscated by the USA in 1917, demolished in 1925
1903	Prince Sigismund	3302 GRT	AG Weser , Bremen	Reichspostdampfer Austral-Japan-Linie, confiscated in Brisbane in 1914 / in service as Bambra until 1927
1903	Kaiser Wilhelm II.	19361 GRT	AG Vulcan, Szczecin	North Atlantic express steamer, launched in New York in 1914 / confiscated by the US Shipping Board in 1917
1907	Crown Princess Cecilie	19 360 GRT	AG Vulcan, Szczecin	North Atlantic express steamer, launched in Boston in 1914 / confiscated by the US Shipping Board in 1917
1903	Zieten	8066 GRT	F. Schichau, Danzig	Reichspostdampfer, launched in Mozambique in 1914 / confiscated by Portugal in 1917
1903	Roon	8022 GRT	JC Tecklenborg AG, Geestemünde	Reichspostdampfer, delivered to Shipping Controller, London , in 1919
1903	Seydlitz	7942 GRT	F. Schichau, Szczecin	Reichspostdampfer, continued with the NDL through the Columbus Agreement , out of service in 1931
1903	Gneisenau (I)	8081 GRT	AG Vulcan, Szczecin	Reichspostdampfer, delivered to Shipping Controller, London, in 1919
1904	Princess Alice	10911 GRT	1900 AG Vulcan, Stettin	1900: Kiautschou of the Hapag Reichspostdampfer East Asia, / 1904 to NDL, renamed / 1914 in Cebu , Philippines, confiscated, US service
1904	Scharnhorst (I)	8131 GRT	JC Tecklenborg AG, Geestemünde	Reichspostdampfer, delivered to France in 1919 , as La Bourdonais in the service of the CGT until 1931 ,
1906	Yorck	8901 GRT	F. Schichau, Danzig	Reichspostdampfer, still with NDL due to the Columbus Agreement , out of service in 1933
1906	Bülow	9028 GRT	JC Tecklenborg AG, Geestemünde	Reichspostdampfer, launched in Lisbon in 1914 / confiscated by Portugal in 1916 , continued in service as Tras-os-Montes , Nyassa , broken up in 1951
1907	Kleist	8950 GRT	F. Schichau, Danzig	Reichspostdampfer, delivered to Shipping Controller, London in 1920, in service in Japan from 1921 to 1944
1907	Goeben	8792 GRT	AG Weser, Bremen	Reichspostdampfer, delivered to France in 1920 , in service with the CGT as Rousillon until 1930 ,
1908	Derfflinger	9060 GRT	F. Schichau, Danzig	Reichspostdampfer, confiscated by the British in 1914, bought back in 1923 and returned to the NDL , out of service in 1932
1908	Lützow	8818 GRT	AG Weser, Bremen	Reichspostdampfer, confiscated by the British in 1914, bought back in 1923 and returned to the NDL , out of service in 1932
1904	Prince Eitel Friedrich	8865 GRT	AG Vulcan, Szczecin	Reichspostdampfer East Asia, 1914 auxiliary cruiser, interned in Newport News in 1915 / confiscated by US Shipping Board in 1917, demolished in 1934
1906	Prince Ludwig	9630 GRT	AG Vulcan, Szczecin	Reichspostdampfer East Asia, delivered to Shipping Controller, London in 1920, in service as Orcades until 1924
1906	Scutari	2867 GRT	1890 Blohm & Voss, Hamburg	1905 Acquired as Serapis from Deutscher Levante-Linie, Marseille-Batum-Dienst, sold in 1913
1906	Therapia	3781 GRT	1901 Blohm & Voss, Hamburg	1906 Acquisition of the German Levante Line, Marseille-Batum-Dienst, sold in 1913
1906	Stambul	2663 GRT	1889 Blohm & Voss, Hamburg	1910 Acquisition of the German Levante Line, Marseille-Batum-Dienst, sold in 1912
1907	Prince Friedrich Wilhelm	17 082 GRT	JC Tecklenborg AG, Geestemünde	Bremerhaven – New York, delivered to Great Britain in 1919 , served as Empress of India , Montlaurier and Montnairn until 1929 with the Canadian Pacific
1907	Gotha	6653 GRT	Bremer Vulkan AG, Vegesack	La Plata service, still in service with the NDL through the Columbus Agreement , out of service in 1933
1908	To water	6583 GRT	Bremer Vulkan AG, Vegesack	La Plata service, delivered to Shipping Controller, London, in 1919, in British service as City of Harvard until 1934
1910	Coburg	6750 GRT	Bremer Vulkan AG, Vegesack	La Plata service, launched in Rio de Janeiro in 1914 / confiscated by Brazil in 1917 , while Pocone was still on duty in 1990
1910	Eisenach	6757 GRT	Bremer Vulkan AG, Vegesack	La Plata service, launched in Pernambuco in 1914 / confiscated by Brazil in 1917 , canceled when Santarem in 1962
1909	George Washington	25,570 GRT	AG Vulcan, Szczecin	Bremerhaven – New York, launched in New York in 1914 / confiscated by the US Shipping Board in 1917, canceled in 1951
1909	Berlin (II)	17324 GRT	AG Weser, Bremen	Bremerhaven – New York – Genoa, delivered to Great Britain in 1919 , in service with the White Star Line as Arabic (III) ), demolished in 1930
1912	Sierra Nevada (I)	8235 GRT	AG Vulcan, Szczecin	La Plata service, launched in Pernambuco in 1914 / confiscated by Brazil in 1917 , sunk as a Brazilian Bage by a German submarine in 1943
1912	Sierra Ventana (I)	8262 GRT	Bremer Vulkan AG, Vegesack	La Plata service, delivered to France in 1920 , until 1936 under the French flag as Alba of the CNS and Amerique
1913	Sierra Cordoba (I)	8226 GRT	AG Vulkan, Szczecin	La Plata service, launched in Callao in 1915 / confiscated by Peru in 1917 , USA in 1919 when Ruth Alexander sunk by the Japanese in 1941
1913	Sierra Salvada	8227 GRT	Bremer Vulkan AG, Vegesack	La Plata service, launched in Rio de Janeiro in 1914 / confiscated by Brazil in 1917 , later again under the German flag as Peer Gynt and Oceana , Soviet Union from 1946 to 1963
1914	Columbus RMS Homeric	33526 GRT	F. Schichau, Danzig	Delivered to Great Britain in 1921 , to White Star Line as Homeric , out of service in 1935
1915	Zeppelin 1927: Dresden (II)	14,167 GRT	Bremer Vulkan AG, Vegesack	1919: Delivered to the UK / further to the US Navy as USS Zeppelin / 1927 back to NDL, Dresden (II), ran aground off Haugesund in 1934 and sunk
1920	Munich (II)	18940 GRT	AG Weser, Bremen	Delivered to Great Britain in 1923 , in service with Royal Mail Line as Ohio and with White Star Line as Albertic until 1930, demolished in 1934
1922	Cologne (III)	9265 GRT	Bremer Vulkan AG, Vegesack	Stranded in the Gulf of Bothnia in 1940
1922	Crefeld (II)	9573 GRT	Flensburg shipbuilding company	Laid up in Massaua in 1939 / sunk in 1941
1922	Sierra Nevada (II) 1925: Madrid	8736 GRT	AG Vulkan, Szczecin	Renamed in 1925 / transferred to Hamburg-Süd in 1934
1923	Sierra Ventana (II)	11,392 GRT	Bremer Vulkan AG, Vegesack	Sold in 1935
1924	Sierra Cordoba (II)	11,469 GRT	Bremer Vulkan AG, Vegesack	Taken over by Great Britain in 1946 / burned out in 1948
1924	Sierra Morena	11430 GRT	Bremer Vulkan AG, Vegesack	Transferred to KdF in 1935 , Der Deutsche
1922	Weser (III)	9,450 GRT	AG Weser, Bremen	1933 out of service
1923	Werra (II)	9,475 GRT	AG Weser, Bremen	Sold in 1935
1924	Saarbrücken	9429 GRT	AG Weser, Bremen	Sold in 1935; Italian hospital ship Toscana
1924	Coblenz (II)	9449 GRT	AG Weser, Bremen	Sold in 1935
1924	Trier (II)	9415 GRT	AG Weser, Bremen	Sold in 1936
1924	Fulda (II)	9,492 GRT	AG Weser, Bremen	Launched in Dairen in 1939 / transferred to Japan in 1940
1923	Munich (III) 1931: General von Steuben	13,325 GRT	AG Vulkan, Szczecin	Renamed in 1931, again in Steuben in 1938 / torpedoed in 1945
1924	Stuttgart (III)	13 367 GRT	AG Vulkan, Szczecin	Sunk in Gotenhafen in 1943 after an air raid
1924	Columbus	32 354 GRT	F. Schichau, Danzig	Sunk in 1939 after the approach of the British destroyer Hyperion
1925	Berlin (III)	15,286 GRT	Bremer Vulkan AG, Vegesack	Delivered to the Soviet Union in 1948 , 1957 Admiral Nachimov , sunk in 1986
1927	Arucas	3359 GRT	Flensburg shipbuilding company	Sunk in 1940
1927	Orotava	3337 GRT	Krupp Germania shipyard, Kiel	Renamed Robert Möhring in 1940 , sunk in 1945
1929	Bremen (IV)	51656 GRT	AG Weser, Bremen	North Atlantic express steamer, completely burned out in Bremerhaven in 1941 after being set on fire
1930	Europe (III)	49,746 GRT	Blohm & Voss AG, Hamburg	North Atlantic express steamer , delivered to France in 1946 ( CGT , Liberté )
1931	Rio Bravo	5946 GRT	1924 Krupp Germania shipyard, Kiel	Taken over by H.Schuldt in 1931, renamed Merkur in 1934 and sold to Australia
1931	Rio Panuco	5944 GRT	1924 Krupp Germania shipyard, Kiel	Taken over by H.Schuldt in 1931, renamed Neptun in 1934 and sold to Australia
1935	Scharnhorst (II)	18184 GRT	AG Weser, Bremen	Launched in Kobe in 1939 / sold to Japan in 1942
1935	Gneisenau (II)	18,160 GRT	AG Weser, Bremen	Sunk in front of Gedser in 1943 after being hit by a mine
1935	Potsdam	17,528 GRT	Blohm & Voss AG, Hamburg	Delivered to MOWT , London in 1945
1955	Berlin (IV)	18,600 GRT	1925 Armstrong, Whitworth & Co., Newcastle	ex Gripsholm , SAL / 1955 to NDL / 1966 out of service
1959	Bremen (V)	32,336 GRT	Chantiers de Penhoët , St. Nazaire (1939)	ex Pasteur , CNS / 1959 to NDL / 1970 to Hapag-Lloyd , 1972 sold to Chandris as Regina Magna , launched in 1974, 1977 barge Saudiphil I , sunk in 1980 as Filipinas-Saudi I.
1966	Europe (IV)	21,514 GRT	NV Koninklijke Maatschappij De Schelde , Vlissingen (1953)	ex Kungsholm , SAL / 1965 to NDL / 1970 to Hapag-Lloyd , sold to Costa-Linie in 1981, capsized as Columbus C in 1984 and scrapped in 1985.

• Sister ships are listed chronologically. This means that the years are not always in the correct order.

literature

• Paul Neubaur: The North German Lloyd. 50 years of development. 1857-1907. Volumes 1 and 2 published by Fr. Wilhelm Grunow, Leipzig, 1907 (Volume 1: archive.org , Volume 2: archive.org ).
• Harald Focke : Bremen's last liner. The large passenger ships of the North German Lloyd after 1945. Hauschild, Bremen 2002, ISBN 3-89757-148-X .
• Jörn Buchholz, Harald Focke: On Lloyd freighters. Hauschild, Bremen 2007, ISBN 978-3-89757-374-1 .
• Arnold Kludas : The ships of the North German Lloyd: 1857-1970. In two volumes, Koehlers Verlagsgesellschaft mbH, Herford 1991/1992.
• Norddeutscher Lloyd (Ed.): Seventy Years of North German Lloyd Bremen, 1857–1927. Anniversary ribbon. Atlantic-Verlag GmbH, Berlin, 1927.
• Dirk J. Peters (Ed.): The North German Lloyd - From Bremen to the World - "Global Player" in shipping history. Hauschild, Bremen 2007, ISBN 978-3-89757-360-4 .
• Christiane Reinke-Kunze: The history of the Reichs-Post-Dampfer connection between the continents 1886-1914. Herford 1994, ISBN 3-7822-0618-5 .
• Hartmut Rübner : Concentration and Crisis in German Shipping. Maritime economy in the German Empire, in the Weimar Republic and in National Socialism. Hauschild, Bremen 2005.
• Reinhold Thiel : The history of the North German Lloyd: 1857-1970. (in five volumes). Hauschild, Bremen 2001.
• Susanne Wiborg, Klaus Wiborg: 1847–1997, My field is the world - 150 years of Hapag-Lloyd. Festschrift published by Hapag-Lloyd AG, Hamburg 1997.
• Hans Jürgen Witthöft : North German Lloyd. Koehlers Verlagsgesellschaft mbH, Herford 1973, ISBN 3-7822-0088-8 .
• Harald Wixforth: War mission and consequences of war - North German Lloyd in World War I and in post-war inflation . In: Vierteljahrschrift für Sozial- und Wirtschaftsgeschichte, vol. 105, 2018, issue 3, pp. 365–390 DOI 10.25162 / VSWG-2018-0010 .
• Georg Bessell : Norddeutscher Lloyd 1857-1957, history of a Bremen shipping company. Schünemann Verlag, Bremen 1957, 236 p. 34 Fig.
• Eduard Zimmermann : Bremen flagship - history of a ship family. NDL Bremen, complete production: Weser-Kurier, Bremen 1959, German-English p. 87.
• Harald Focke: The North German Lloyd 1945 to 1970 with complete list of ships and cracks by Karsten Kunibert Krüger-Kopiske. OCEANUM. The maritime magazine special. ISBN 978-3-86927-607-6 .
• Publications in the Niederdeutschen Heimatblatt
  • Peter Dittrich: "Cruise" by the Lower Saxony gymnast. "Gauturnfahrt" with the Lloyd steamer Columbus 80 years ago . In: Men from Morgenstern , Heimatbund an Elbe and Weser estuary e. V. (Ed.): Niederdeutsches Heimatblatt . No. 788 . Nordsee-Zeitung GmbH, Bremerhaven August 2015, p. 1–2 ( digital copy [PDF; 2.2 MB ; accessed on August 4, 2020]).
  • Harald Focke: The last maiden voyage of a Bremen liner. 50 years ago, the Kungsholm became the Europa of North German Lloyd . In: Men from Morgenstern, Heimatbund an Elbe and Weser estuary e. V. (Ed.): Niederdeutsches Heimatblatt . No. 792 . Nordsee-Zeitung GmbH, Bremerhaven December 2015, p. 1–2 ( digital copy [PDF; 2.2 MB ; accessed on September 10, 2019]).
  • Harald Focke: The first containers came to the Weser. 50 years ago, the tin boxes triggered a transport revolution in Germany . In: Men from Morgenstern, Heimatbund an Elbe and Weser estuary e. V. (Ed.): Niederdeutsches Heimatblatt . No. 796 . Nordsee-Zeitung GmbH, Bremerhaven April 2016, p. 3–4 ( digitized version [PDF; 739 kB ; accessed on July 30, 2019]).
  • Harald Focke: The last general cargo ships in Bremen. Friesenstein class was an expensive wrong decision by North German Lloyd . In: Men from Morgenstern, Heimatbund an Elbe and Weser estuary e. V. (Ed.): Niederdeutsches Heimatblatt . No. 813 . Nordsee-Zeitung GmbH, Bremerhaven September 2017, p. 1–2 ( digitized version [PDF; 3.4 MB ; accessed on July 13, 2019]).
  • Harald Focke: Just a short guest performance in Bremerhaven. Hein Mück came too late for the Wangerooge service of North German Lloyd . In: Men from Morgenstern, Heimatbund an Elbe and Weser estuary e. V. (Ed.): Niederdeutsches Heimatblatt . No. 820 . Nordsee-Zeitung GmbH, Bremerhaven April 2018, p. 2 ( digital version [PDF; 8.5 MB ; accessed on July 5, 2019]).
  • Harald Focke: Under steam and sail from the Weser to New York. The first Bremen of the NDL started on its maiden voyage 160 years ago . In: Men from Morgenstern, Heimatbund an Elbe and Weser estuary e. V. (Ed.): Niederdeutsches Heimatblatt . No. 822 . Nordsee-Zeitung GmbH, Bremerhaven June 2018, p. 1–2 ( digitized version [PDF; 5.7 MB ; accessed on June 21, 2019]).
  • Harald Focke: The death trip of Berlin. Four men went overboard in the hurricane . In: Men from Morgenstern, Heimatbund an Elbe and Weser estuary e. V. (Ed.): Niederdeutsches Heimatblatt . No. 837 . Nordsee-Zeitung GmbH, Bremerhaven September 2019, p. 1 ( digital version [PDF; 2.5 MB ; accessed on October 10, 2019]).

Web links

Commons : Norddeutscher Lloyd  - collection of pictures, videos and audio files

• History of NDL and biography of NDL ships
• Literature on North German Lloyd in the catalog of the German National Library
• Early documents and newspaper articles on North German Lloyd in the 20th century press kit of the ZBW - Leibniz Information Center for Economics .
• HAF Neynaber in the Marjorie Wiki
• Speech by Michael Behrendt , Chairman of the Management Board of Hapag-Lloyd AG, on the occasion of the founding anniversary of Norddeutscher Lloyd on February 20, 2007

Individual evidence

1. ↑ Eberhard Mertens (ed.): The Lloyd Schnelldampfer. Kaiser Wilhelm the Great, Crown Prince Wilhelm, Kaiser Wilhelm II, Crown Princess Cecilie. Olms Presse, Hildesheim 1975. ISBN 3-487-08110-5 . P. 10
2. ↑ Eberhard Mertens (ed.): The Lloyd Schnelldampfer. Kaiser Wilhelm the Great, Crown Prince Wilhelm, Kaiser Wilhelm II, Crown Princess Cecilie. Olms Presse, Hildesheim 1975. ISBN 3-487-08110-5 . P. 15
3. ↑ Eberhard Mertens (ed.): The Lloyd Schnelldampfer. Kaiser Wilhelm the Great, Crown Prince Wilhelm, Kaiser Wilhelm II, Crown Princess Cecilie. Olms Presse, Hildesheim 1975. ISBN 3-487-08110-5 . P. 14
4. ^ Reinhold Thiel: Norddeutscher Lloyd Roland Line 1905-1992 , Hauschild, Bremen, ISBN 978-3-89757-008-5
5. ↑ List of Shippowners / Lloyd after Fischer Weltalmanach 1971
6. ↑ Dirk J. Peters, p. 148; After the merger of Arnold Kludas
7. ↑ Senate Chancellery 150 Years of Norddeutscher Lloyd - Bremen pays tribute to a large shipping company , updates from February 16, 2007
8. ↑ Speech by Michael Behrendt, Chairman of the Management Board of Hapag-Lloyd AG, on the occasion of the founding anniversary of North German Lloyd on February 20, 2007 - Hapag-Lloyd
9. ^ Hans Christoph Graf von Seherr-Thoß:  Meyer, Sigmund. In: New German Biography (NDB). Volume 17, Duncker & Humblot, Berlin 1994, ISBN 3-428-00198-2 , p. 373 f. ( Digitized version ).