Norddeutscher Lloyd

NDL's emblem

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

History

Promotion

Establishment of the NDL

Prospectus of NDL document from year 1857, proclaiming the formation of the company.

Headquarter of the North German Lloyd in Bremerhaven in 1870

After the dissolution of the Ocean Steam Navigation Company founded by the Bremen merchants Henrich Hermann Eduard Meier and Crüsemann on 20 February 1857, the German shipping company, North German Lloyd (NDL) - at that period 'Lloyd' was a name synonymous with commercial shipping. H.H. Meier became the first Chairman of the Supervisory Board and the first director of Crüsemann Aktiengesellschaft (AG). Crüsemann set its headquarter next to the cargo on passenger traffic, which the emigration has been much more for the shipping company but also other areas such as the Bugsierdienst, baths service, an insurance industry and the still active ship repairer. The first office of the shipping company was based in Bremen in the house Martinistraße No. 13.

In 1857, the first ship, Adler, which also took the first regular passenger service between the Weser region and ensured England, was in the service. On 28 October 1857, she made her maiden voyage from London to Nordenham.

Just one year later, 2,674 GRT Bremen (I) and New York took a regular scheduled services between the new port in Bremerhaven and New York. In the following years, passenger connections to Baltimore and New Orleans was added to a schedule. In 1859, international economic crises made the start of economic NDL extremely difficult and it had lost a lot of money to initially be tolerated. Also, the drawing of the share capital has been very slow, instead of a planned four million crowns were initially, only 2.8 million crowns will be placed.

In 1867-1868, Lloyd went on a wide-ranging partnership with the Baltimore and Ohio Railroad. Both companies founded the Baltimore Line. It has been shipping line and useful links between the Atlantic. Also, Bremerhaven had receive important railway passenger in 1862 with the Geeste one for the transport railway connecting. In 1869, the first director Crüsemann died at only 43 years. From 1877 to 1892, Director of NDL was Johann Georg Lohmann. He promoted the fast steamer policy. Soon, however, Founder H.H. Meier and Lohmann therefore significant differences to fight out the company policy. In 1892, the 5,481 GRT large steamer first two screws in the name of the founder H.H. Meier was built. As Lloyd's Director General from 1892 to 1909 was followed by the lawyer Dr. Heinrich Wiegand. He coined the now a developing major shipping company.

Empire (1870-1871)

Postcard of one of the impressive four stackers of NDL, SS Kaiser Wilhelm II

The founding of the German Empire took place in the foundation of a strong expansion at NDL. From 1871 to 1874, a setting up of a route to the West Indies was unsuccessful. It was followed by a permanent line to the east coast of South America. On the transatlantic route was now a fierce rivalry, along with the HAPAG, the Holland-America Line from Rotterdam, and the Red Star Line from Antwerp, were increasingly noticeable. From 1881, eleven of the river steamer Fast-class from 4500 to 6900 GRT was made in the service of the North Atlantic voyage.

In 1885, the NLD won the tender for a steamship line Reichspost after Australia and East Asia. This from the German Empire on the basis of the post-subsidized transportation line set another milestone in the expansion of the cargo. In 1887, NLD withdrew from the English route in favor of Argo Reederei. In Bugsierdienst, remained the NLD for its participation (1899) at the shipping company Unterweser towing (today URAG).

Postcard of SS Barbarossa, one of the Barbarossa-class ocean liners

In 1897, the NLD finally claimed with the commissioning of the fast steamship SS Kaiser Wilhelm der Große, a leading place among the North Atlantic shipping. The time for this largest and fastest ship in the world set up and let the competition, not least with the profit of the Blue Riband for the fastest Atlantic crossing, with an average speed of 22.3 knots. It was followed from 1897 to 1907, three other four-screw and four-funnel steamer with a 14 to 19 thousand gross tons (GT), the SS Kronprinz Wilhelm, the SS Kaiser Wilhelm II and the SS Kronprinzessin Cecilie. Thus, began the "decade of Germans" in the transatlantic shipping, in which the NLD and the HAPAG on this track record with several ships and beside dominated the British Cunard Line and the White Star Line to the largest shipping companies in the world in that time. Those fleets won 1902 and 1904, reassert two NDL ships the Blue Riband: Four of the funnel of SS Kronprinz Wilhelm, on the West Passage Bremerhaven / Kaiser Harbor to New York / Hoboken, now with an average speed of 23.09 knots and the Kaiser Wilhelm II with 23.58 knots for the Ostquerung. In 1907, RMS Lusitania, and then in 1909, the RMS Mauretania, both by the British Cunard Line, won the Blue Riband, and the Cunard kept the Blue Riband until 1929.

It was followed from 1894 to 1908, many more cargo and passenger ships including the Barbarossa-class (by 10,000 GT, North Atlantic route) and the military class (around 8,500 GT, East Asia route) were built. As for NDL, the shipyards were including the Stettin Vulcan, the AG Weser in Bremen, the Bremer Vulkan AG in Vegesack, the Seebeckwerft and Tecklenborgwerft in Bremerhaven, and active Schichauwerft in Gdansk. In 1900, the passenger service to Asia performed in conjunction with the HAPAG.

NDL in the 20th Century

Hun's Speech in front of SS Friedrich Der Grosse

From 1899, the NDL acquired British-owned 25 coastal steamers, which were used in the Pacific. In 1900, the Reich postal service to China was canceled due to the Boxer Rebellion by transportation and others Lloyd by 14 vessels strengthened and Kaiser Wilhelm II, held on the occasion of the departure of the ship Kaiser Wilhelm II's infamous "Hun Speech". After 1919, therefore, seven expropriated German vessels' names began with the word "Hun" (English for Hunne) respectively, making the collective name of the emerged Hun steamer.

Lloyd Preußen was very friendly, reflecting the choice of the ship's name. Also, he existed between Kaiser Wilhelm II and General Director Wiegand's good personal relations. The other was the NDL in cautious distance from the politics of large fleet, Admiral Alfred von Tirpitz, as these good and necessary maritime relations with the United Kingdom and interfered with the United States.

Beginning of the 20th Century, in the U.S. banking magnate, J.P. Morgan began to take over a number of shipping companies, including the White Star Line, the Leyland Line, and the Red Star Line, to build a transatlantic monopoly. He succeeded but not including the British Cunard Line, and the French Compagnie Générale Transatlantique (CGT). HAPAG and NDL made Morgan, which also includes the largest U.S. rail company Baltimore and Ohio Railroad, so Morgan belonged an offer to split the market. The Holland-America Line and the Red Star Line shipping company together was a contract for the passengers of the four companies split. A ruinous competition was prevented. In 1912, the Morgan Agreement was terminated.

In 1907, the Norddeutscher Lloyd's fiftieth anniversary, it had 93 vessels, 51 smaller vessels, two sail training vessels and other river steamers. NDL had around 15,000 employees. Because of the high investment costs and an international economic crisis, the shipping company celebrated at this time but also with considerable financial difficulties.

Headquarter of NDL in Bremen

But despite financial difficulties arose between 1907 to 1910 after plans of the architect Johann Georg Poppe very prestigious office buildings with a tower, the Lloyd building in Bremen located at the Papenburg street. This building in the eclectic style of the time in 1942 at the company Deschimag (AG Weser) was sold. The difficult war-damaged buildings after 1945 was the Senator for the construction industry and in the basement Remmers pubs. In 1969, the building in favor of the store completely demolished hoarding. The adjacent new shopping mall, however, bears the name Lloyd Passage.

The lucrative North Atlantic route came up with new, attractive ships of other large companies including the RMS Lusitania and RMS Mauretania of the Cunard Line, and the RMS Olympic, RMS Titanic and RMS Britannic of the White Star Line. The HAPAG planned with the Emperor vessels (SS Imperator, SS Vaterland, and SS Bismarck) with a size of 50,000 GT. The NDL responds with while smaller but very representative vessels such as the SS Prinz Friedrich Wilhelm, the SS George Washington and Berlin; vessels with 17 to 25 thousand tonnes and a speed of 17 to 20 knots. In 1914, finally, the construction of the two 33,000 GRT large steamer Columbus-class were made in order, however, the First World War prevented the completion.

In 1914, approximately 22,000 people employed in the shipping company. Thus, the success of the company also had a direct impact on the rapid growth until 1927, which founded the city of Bremerhaven.

After the death of Director-General Dr. Wiegand in 1909 until 1920, Dr. Phillip Heineken followed him.

The NDL's routes around 1907

Europe-America

• Bremerhaven-New York, Bremerhaven-Baltimore, Bremerhaven-Savannah, Bremerhaven-Galveston, Bremerhaven-Cuba, Bremerhaven-La Plata ports, Bremerhaven-Brazil
• Genoa-New York

Mediterranean

• Marseilles-Alexandria and the Mediterranean Deutsche Levante Line and the community service with the Royal. Romanian Steam Navigation Company

Europe-Asia/Australia

• Bremerhaven-East Asia
• Bremerhaven-Australia

Asia / Australia (including coastal routes)

• Hong Kong-Japan-New Guinea, Hong Kong-Bangkok, Hong Kong-Bangkok (via Swatow), Hong Kong-Bangkok (via Singapore), Hong Kong Straits, Hong Kong-South Philippines
• Penang-Deli
• Deli-Singapore, Singapore-Bangkok, Singapore-South Philippines, Singapore-Moluccas (on Borneo), Singapore-Moluccas (on Celebes)
• Shanghai-Hankow
• Australia-Japan-Manila-Hong Kong

German coast

• Passenger ships service on the North Coast
• Towing boat Bremen-Hamburg and Bremen-Bremerhaven
• Passenger shipping Bremen Bremerhaven

World War I

The outbreak of the World War I went strongly despite the competition from England, the trend continued upward. For the civilian shipping, the beginning of the war had been a trial, as well as a logistical challenge because a large part of the fleet was on the world's oceans dispersed. Nevertheless, it is most timely neutral ships or domestic ports. The technical operation of the NDL in Bremerhaven now worked almost exclusively for the Navy. The Deutsche Ozean-Rhederei - the NLD had a majority of the capital - in trade-submarines, of which at Lloyd's captain Paul King made two trips across the Atlantic.

The NLD had a fleet at the start of the war with a total tonnage of more than 700 GRT, the Treaty of Versailles had the delivery of all sea-going vessels over 1,600 GRT and half of all units from 100 to 1,600 GRT. In 1917, they were in the U.S. port facilities in Hoboken and all Lloyd steamer were seized to deliver essential. An NDL fleet as in the prewar period, there was thus no longer in service. The company almost had to start from scratch.

After World War I

After the war, the Lloyd still had a stock of small steam at a total of 57,000 tonnes. It was established in 1919 with the passenger ship services. "Flagship" was the little steamer passenger ship Hello with only 781 tonnes. From 1920 to 1939, city of Gdansk participated in the NDL on naval operation, from 1922 with the ship Hanseatic.

In August 1920, the NLD with the United States mail - in 1921 United States Lines - an agency agreement and those to expand community services. With the former Rhein, now the Susquehanna, was replaced in 1920 of the scheduled service from New York to Bremerhaven under resumed U.S. flag. Followed by the Columbus agreement in 1921. One of the two ships of the Columbus-class, the ex Hindenburg was allowed to retain Lloyd. In 1924, the 32,354 GRT passenger ship Columbus was used and completed in the scheduled service to America. Moreover, the NLD won six freighters with a size 5-9-thousand tonnes as a substitute for the other ship of the class Columbus back. Furthermore, they built new freighters and passenger ships and other vessels. At the end of 1921, they began bought back again with the South Line and in early 1922 with the East Asia Line.

Flagships of North German Lloyd - Bremen and Europa, the biggest German liners

A briefs post-war boom was followed by the time the money inflation in Germany. The Lloyd built its fleet successfully. Four ships of the class Sierra with 8,000-11,000 GRT were from 1922 to 1924 in the service for the trip to South America. It was followed by three vessels with GRT 13,000-15,000 for the North Atlantic. In 1927, then NDL got passenger ships from Britain, the ex Zeppelin and got Dresden back. In the leadership of the NLD was the jurist Carl Stimming. From 1920, Director General while his predecessor, Dr. Heineken now acted as Chairman of the Supervisory Board. Between 1925 to 1928, NDL took over a number of Lloyd shipping companies (HABAL, Roland Line, Argo). In 1926, there was a dividend with the American which was a severe credit growth financed and ordered new vessels.

Between 1929 and 1930, SS Bremen and SS Europa were the two large passenger steamer, the turbine ships, each with 51,656 tonnes and 49,746 tonnes in the service. Both ships could made their speed at an average speed of about 27.9 knots, received the Blue Riband for the fastest Atlantic crossings. In 1929, The Columbus was brought about fundamental.

Stamp of the Bremen

The passenger transport between the U.S. and Europe increased from 1928 to 1939. In 1928, was the NDL, with around 8% on a passenger volume of 1,168,414 passengers involved. In 1932, the NLD had considerably at least 16.2% of the 751,592 passengers transported. In 1938, there will be 685,655 passengers transported across the Atlantic and Lloyd has a stake of around 11%. In addition, the competition with the new Italian, French and British ships: SS Rex (51,062 GRT), SS Conte di Savoia (48,502 GRT), SS Normandie (79,280 tonnes), and RMS Queen Mary (80,744 GRT).

The outgoing U.S. economic crisis of 1929 should also take the German lines. In 1930, included the Lloyd and the HAPAG therefore a union treaty for cooperation, and from 1935 was even a farm community founded; first elements for a merger were visible. In 1932, the NDL became increasingly an economic crisis: layoffs (around 5000 people) salary cuts and balance sheet losses marked this time. The illiquidity of the Lloyds led to the dismissal of Glässel. As a "trustee" was in 1932 by the imperial government Siegfried Graf Von Roeder for the Lloyd and which also wounded HAPAG used. In 1932, Dr. Heinrich Albert F. was very short term Lloyd Chief from 1932 and then the National Socialist Dr. Rudolph Firle. The State Council Bremen Karl Lindemann took over from 1933 to 1945, chaired the supervisory board. An economic recovery of the company through divestments and restructuring was initiated. The HABAL and the Roland Line were again independently, and other carriers over the East Asian and Mediterranean lines.

In 1935, the turbine ships Scharnhorst, Gneisenau, and Potsdam, each with about 18 thousand GRT used for East Asia. The cruise shipping spurred the business from 1935. The modernization of the fleet had precedence. The Lloyd slowly recovered and in 1937 they recorded modest gains. The kingdom was the main shareholder of the NLD. Lloyd 1941/42 was again privatized and cigarette manufacturer Philipp Reemtsma was now the main shareholder. Dr. John Kulenkampff From 1932, he was aboard member, and from 1942, he was Chairman of the NLD. From 1937, Richard Bertram was Board Member and Executive Board to the NDL.

In 1939, there were 70 vessels with 562,371 GRT, the sailed training ship Commodore Johnson(now the Russian Sedov), three Seebäderschiff ships, 19 tractors and 125 small vessels with a total of 604,990 tonnes in use. 12,255 employees were working for the NDL 8,811 of them in the fleet. In the World War II, nine freighter were completed. All ships went through the war or by reparations to the Allies as a prize of the war. The Columbus had sunk in 1939, the burned Bremen in 1941, the Steuben, which was born in 1945 sunk in the Baltic Sea (around 4,000 deaths) and SS Europa- claimed by France - became a 1947 SS Liberté.

After the World War II

After the war , as after the First World War, the NDL began again with an operational agency with Bugsierdiensten and bathing services. Dr. John Kulenkampff and Richard Bertram were Chairmen of the NLD as the driving forces. The Lloyd building was ausgebombt. With 350 employees started 1945 almost entirely on "bottom". In 1948, NDL opened the first travel agency of Hapag-Lloyd. Emigration and a modest tourism were the first transactions. The ships Wangerooge and determined Glückauf were now the picture. From 1949, freighter 7200 GRT were allowed by German shipowners and shipyards to be built and operated. In 1950, NLD ordered the first ship, Rheinstein (2,791 GRT, 13 knots) at the Bremer Vulkan .

After 1951, the limitations of the Allies for the German shipping have been lifted and the NLD began with the construction of a new fleet. First he bought older cargo ships (e.g. Nabob, a former American relief aircraft carrier) and he had new freighters between 4000 to 9000 GRT and 5000 to 13,000 dead-weight tonnes (TWD) building. TheStein name given the image: 1951 by Lichtenstein, love stone or fire from 1953 with stone, stone Weser, Werra stone then 1954 with Schwabenland Stein, Stein Hesse and Bavaria stone. The NDL managed lines to Canada, New Orleans, to the Canary Islands and 1953 after East Asia.

The MS Gripsholm, which was later the NDL's MS Berlin

The passenger ship began in 1955, with the converted Swedish MS Gripsholm. From the year 1924, she was renamed 17,993 GRT MS Berlin, which was the sixth NDL ship that had the name Berlin after the fourth NDL Berlin. She continued on the North Atlantic routes. It was followed by 1959 32,336 GRT SS Bremen (ex Pasteur) with her a distinctive funnel, and in 1965, the 21,514 GRT MS Europa (ex Kungsholm) bought from Swedish American Line which could hold 843 passengers, enter service. These vessels were the first in the line service to the Americas which were set up soon afterwards and drove in cruise shipping. The 10,481 GRT large freighter (21.5 knots) Fries Stone has been introduced from 1967 and replaced the Nabob and Schwabenland Stone. The business with the passenger boat was increasingly in deficit, and also in the cargo area were marked by the rapidly growing container traffic costly changes required. Lloyd was the 1968 with 13,384 tonnes Weser Express, the first container line service after the U.S. Open. It was followed by two more fast container ships.

Around 1960, NLD had 47 ships and that figure has remained almost identical to 1970. He had 1968 fleet with 343,355 tonnes (1970: 391,313 tonnes) and was the world-class shipping on all 16th Body, while the HAPAG operate with 410,786 tonnes, the 9th World-class source. In 1970, NLD had a turnover of 515 million DM and a share capital of 54 million DM employed 6,200 of the employees, 3,500 of them at sea.

In 1967, Claus Wätjen and Dr. Horst Willner actually replace Karl-Heinz Sager, members of the Executive Board in 1969. Kulenkampff (Board until 1968) and Bertram (until 1970) should makes sense as Chief. Since Lloyd had already 3/4 of the freight business in association with HAPAG handles was a merger of the two largest shipping companies in Germany.

In 1970, the North German Lloyd merged with Hamburg America Line (HAPAG) to form Hapag-Lloyd AG based in Hamburg and two based in Bremen.

Legacy

• The new company bears the name Lloyd as part of the company name.
• The resulting from the NDL Lloyd yard with the old laundry in Bremerhaven (now headquarters) is a reminder of the NDL.
• In flags and markings chimney could have a time torecognizeLloyd. But this is past.
• The old administration building at the Papenburg Road in 1969 and demolished on the site hoarding the store (today: Galeria Kaufhof) built. The Big Dogs street where the building stood, is the first road of Bremen, which was privatized, and a glass roof of a passage was changed. It bears the name Lloyd Passage.
• The former Lloyd baggage department building (Lloyd station) from 1913 when Bremen Hauptbahnhof (Gustav Deetjen Allee) in Bremen was designed by the architect Rudolph Jacobs. It is (rather was) second seat of the Hapag-Lloyd. The crest of the NDL adorns the main entrance. (see photo at the beginning of the article.)
• The Lloyd Dynamo Works (LDW) in Bremen Hastedt.
• These are in Bremerhaven and Bremen are still building, where the NDL have been present times, sometimes it's still visible.
• Otherwise, the daughter of ex TUI after compulsory acquisition of all shares the shots, and from a shipping company with several establishments addition, a travel company with a bit of cargo. Almost everything is now in Hamburg and Hanover.

Major people

H.H. Meier

Eduard Crüsemann

Dietrich Hogemann

• Hermann Henrich Meier, founder and 1857-1888 first Supervisory Board Chairman of the NLD
• Eduard Crüsemann; 1857-1869 founder and first director of NDL
• August Hermann Friedrich Neynaber alias HFA or HAF called Hermann Neynaber; (1822–1899) captain of large Schnelldampfern (quick steamers) from 1866 to 1881 (Bremen, Deutschland, Donau, Mosel, Kronprinz Friedrich Wilhelm, Rhein), the "F" of his name Friedrich seems sometimes false interpreted as a "J" --> HAJ Neynaber
• Johann Georg Lohmann, 1877-1892 Director of NDL
• Hermann Friedrich Bremer men; 1868 Abteilungsleiter, 1892 Director of the Office of the NDL Proviant
• Willy Christian Offers; large Schnelldampfern captain from 1886 to 1900
• Georg Plate, from 1887 to the Supervisory Board of the NDL, 1892-1911 Chairman of the NLD
• Dr. Heinrich Wiegand (shipowners); Counsel 1889, 1892-1899 and 1899-1909 Director-General Director of NDL
• Charles Polack, including captain in 1913 of the SS Kronprinzessin Cecilie
• Dr. Philipp Heineken, Director-General in 1909-1920, 1920-1933 Chairman of the Supervisory Board of NDL
• Carl Joachim Stimming From 1920 Director General, Bureau of Lloyds to 1932
• Arnold Petzet; from 1906 to 1927 in NDL's board and is responsible for binnländisches transport, establishment of the travel sector
• Ernst Glässel; 1926 alternate Lloyd Executive Board, 1931-1932 Chairman of the Lloyds
• Dietrich Hogemann, commodore who retired in 1913
• Paul King, since 1896 at the NDL, 1911 captain, 1916 captain of the trade-submarine Germany, 1920-1932 Head of the marine department of the NDL
• Nicholas Johnsen, including captain and Commodore in 1924, Columbus, and in 1930 Europe (III)
• Leopold goat leg, including captain and commodore of Bremen (IV)
• Oskar Scharf, including captain on the Europa (III)
• Adolf Ahrens, including captain and Commodore of Columbus and Bremen (IV)
• Dr. Heinrich F. Albert, 1932-1933 Director General of the NLD
• Charles Lindemann (ex State Council), 1933-1945 Chairman of the Supervisory Board of NDL
• Dr. Rudolph Firle, 1933-1944. Director General of the NLD
• Dr. John Kulenkampff; From 1932 Board Member and Executive Board from 1942 onwards of the NDL
• Richard Bertram; From 1937 Board Member and Executive Board from 1942 onwards of the NDL
• Paul Hampel, director of ship maintenance of the NDL of about 1950 to 1970
• Henry Lawrence (captain), including Captain of the Berlin (IV)
• Günter Rössing, including Captain of the Bremen (V)

Fleets

Year	Name	Tonnage	Shipyard	Fate/Status
1858	Bremen (I)	2,674 GRT	Caird & co. Ltd., Greenock	1874 sold to E.Bates, Liverpool converted to sail.
1858	New York	2,674 GRT	Caird & co. Ltd., Greenock	1874 sold to E.Bates, Liverpool converted to sail; wrecked off Staten Island and sank in 1891
1858	Hudson	2,266 GRT	Palmer Bros. & co. Ltd., Yarrow	1858 burned out at Bremen, rebuilt and in 1863 became Louisiana for National Line
1858	Weser (I)	2,266 GRT	Palmer Bros. & co. Ltd., Yarrow	1859 sold to French Navy
1861	Hansa (I)	2,992 GRT	Caird & co. Ltd., Greenock	1879 1879 sold to shipbuilders in part exchange for Hansa (II)
1863	America (I)	2,752 GRT	Caird & co. Ltd., Greenock	1894 sold to Italy, renamed Orazio
1865	Hermann	2,713 GRT	Caird & co. Ltd., Greenock	1893 sold to shipbuilder in part exchange for H.H.Meier
1866	Deutschland	2,947 GRT	Caird & co. Ltd.	1875 wrecked in Thames Estuary; loss of 57 lives
1867	Union	2,880 GRT	Caird & co. Ltd., Greenock	1870 wrecked on Rattray Head, Aberdeen; no loss of life
1867	Weser (II)	2,823 GRT	Caird & co. Ltd., Greenock	1896 scrapped
1868	Rhein (I)	2,901 GRT	Caird & co. Ltd., Greenock	1891 sold to Gray, Liverpool
1868	Main (I)	2,899 GRT	Caird & co. Ltd., Greenock	1891 sold to Anglo-American SS Co
1869	Donau (I)	2,896 GRT	Caird & co. Ltd., Greenock	1889 sold to H. Bischoff, Bremen
1868	Baltimore	2,316 GRT	Caird & co. Ltd., Greenock	1894 scrapped
1868	Berlin (I)	2,334 GRT	Caird & co. Ltd., Greenock	1894 sold to Italy, renamed M. Bruzzo
1869	Ohio	2,393 GRT	Caird & Co. Ltd., Greenock	1894 sold to shipbuilder in part exchange for new ships, resold to Italy renamed Amazzone.
1869	Leipzig (I)	2,384 GRT	Caird & Co. Ltd., Greenock	1894 sold to Hamburg owners.
1869	Frankfurt (I)	2,582 GRT	Caird & co. Ltd., Greenock	1894 sold to shipbuilder in part exchange for new ships.
1869	Hanover (I)	2,571 GRT	Caird & co. Ltd., Greenock	1894 scrapped
1870	Cologne (I)	2,556 GRT	Caird & co. Ltd., Greenock	1895 sold for scrapped
1871	König Wilhelm I	2,400 GRT	Caird & co. Ltd., Greenock	1873 stranded at Holland; no life lost.
1871	Kronprinz Friedrich Wilhelm	2,387 GRT	Caird & co. Ltd., Greenock	1897 scrapped
1871	Graf Bismarck	2,393 GRT	Caird & co. Ltd., Greenock	1898 scrapped
1872	Strasburg (I)	3,025 GRT	Caird & co. Ltd., Greenock	1896 sold for scrapped
1872	Mosel (I)	3,114 GRT	Caird & co. Ltd., Greenock	1882 wrecked Cornwall; no life lost.
1873	Braunschweig	3,079 GRT	R. Steele & co. Ltd., Greenock	1896 scrapped
1873	Feldmarschall Moltke	3,060 GRT	Caird & Co. Ltd., Greenock	1875 sold to P&O and renamed Assam
1873	Minister Roon	3,066 GRT	Caird & Co. Ltd., Greenock	1875 sold to P&O and renamed Siam
1873	Hohenzollern (I)	3,092 GRT	Caird & Co. Ltd., Greenock	1899 sold to Hong Kong.
1874	Nürnberg (I)	3,116 GRT	R. Steele & Co. Ltd., Greenock	1895 sold to F.Raben, Vegesack, scrapped.
1874	Hohenstaufen	3,090 GRT	Earle's SB & Eng. Co. Ltd., Hull	1897 sold for scrapped
1874	Oder (I)	3,158 GRT	Caird & cost. Ltd., Greenock	1887 wrecked at Socotra Islands
1874	Neckar (I)	3,120 GRT	Caird & cost. Ltd., Greenock	1896 sold for scrapped
1874	General Werder	3,020 GRT	Caird & Co. Ltd., Greenock	1892 given for new building in payment
1875	Salier	3,083 GRT	Earle's SELF-SERVICE & close. Co. Ltd., cladding	1896 wrecked on Spanish coast; loss of 279 lives.
1876	Habsburg	3,094 GRT	Earle's SB & ENG. Co. Ltd., cladding	1898 sold for scrapped
1881	Elbe (I)	4,510 GRT	John Elder & co. Ltd., Glasgow	1895 Sunk after collision in the English Channel (332 Death)
1882	Werra (I)	4,815 GRT	John Elder & Co. Ltd., Glasgow	1901 sold for scrapped
1883	Fulda (I)	4,814 GRT	John Elder & Co. Ltd., Glasgow	1899 abort after heavy damage and scrap
1884	Eider (I)	5,129 GRT		1892 stranded at Isle of Wight, refloated and scrapped.
1884	Ems (I)	5,129 GRT		Sold to Elder Dempster Lines, renamed Lake Simcoe.
1886	Aller (I)	4,964 GRT	Fairfield SB & ENG. Co. Ltd., Glasgow	1904 scrapped
1886	Trave (I)	4,996 GRT	Fairfield SB & ENG. Co. Ltd., Glasgow	1908 sold for scrapped
1886	Saale (I)	4,967 GRT	Fairfield SB & ENG. Co. Ltd., Glasgow	1901 sold
1887	Lahn (I)	5,097 GRT	Fairfield SB & ENG. Co. Ltd., Glasgow	1904 sold
1890	Spree (I)	6,963 GRT	AG Vulcan, Stettin	1899: Rebuilt and renamed to 7,840 GRT Kaiserin Maria Theresia. 1904 sold to Russian Navy, renamed Ural.
1891	Havel (I)	6,963 GRT	AG Vulcan, Stettin	1898 scrapped
1886	Preussen	4,577 GRT	AG Vulcan, Stettin	1909 sold for scrapped
1887	Bayern	4,574 GRT	AG Vulcan, Stettin	1909 sold for scrapped
1887	Sachsen	4,571 GRT	AG Vulcan, Stettin	1909 sold for scrapped
1889	Kaiser Wilhelm II (I)	6,990 GRT	AG Vulcan, Stettin	1900: Rebuilt to 6,668 GRT, 1901: Renamed Hohenzollern (II), 1908: stranded at Sardinia, refloated and scrapped.
1888	Dresden (I)	4,802 GRT	Fairfield SB & ENG. Co. Ltd., Glasgow	1903 renamed Helius, 1906 sold Turkish Government and renamed BEZMI-I ALEM, 1914 sunk Black Sea
1889	München (I)	4,803 GRT	Fairfield SB & ENG. Co. Ltd., Glasgow	1902 scrapped
1889	Karlsruhe (I)	5,347 GRT	Fairfield SB & ENG. Co. Ltd., Glasgow	1908 sold for scrapped
1889	Stuttgart (I)	5,349 GRT	Fairfield SB & ENG. Co. Ltd., Glasgow	1908 sold for scrapped
1890	Darmstadt	5,316 GRT	Fairfield SB & ENG. Co. Ltd., Glasgow	1911 scrapped
1890	Gera (I)	5,319 GRT	Fairfield. Co. Ltd., Glasgow	1909 scrapped
1891	Oldenburg	5,317 GRT	Fairfield SB & ENG. Co. Ltd., Glasgow	1911 scrapped
1891	Weimar	5,316 GRT	Fairfield SB & ENG. Co. Ltd., Glasgow	1908 scrapped
1892	H. H. Meier	5,481 GRT	Armstrong, Mitchell & Co. Ltd., Newcastle	1901 scrapped
1893	Pfalz (I)	3,874 GRT	Wigham, Richardson & Co. Ltd., Newcastle	1904 sunk
1893	Mark (I)	3,936 GRT	Armstrong, Mitchell & Co. Ltd., Newcastle	1915 Sunk by Royal Navy off Tanga, Tanzania
1894	Prinzregent Luitpold	6,288 GRT	F. Schichau, Danzig	1914 presented in Messina / 1915 seized by Italy renamed Pietro Calvi
1894	Prinz Heinrich	6,263 GRT	F. Schichau, Danzig	1914 presented in Lisbon / 1916 seized by Portugal renamed Porto
1894	Wittekind	5,001 GRT	Blohm & Voss AG, Hamburg	1914 presented in Boston / 1917 seized by United States Shipping Board renamed Iroquois
1894	Willehad	5,003 GRT	Blohm & Voss AG, Hamburg	1914 presented in Boston / 1917 seized by US Shipping Board renamed Wyandotte
1896	Friedrich der Große	10,531 GRT	AG Vulcan, Stettin	1914 presented in New York / 1917 seized by US Shipping Board renamed Huron
1897	Coblenz (I)	3,169 GRT	Blohm & Voss AG, Hamburg	Interned in Manila, August 1914 seized by U.S., 6 April 1917
1897	Barbarossa	10,769 GRT	Blohm & Voss AG, Hamburg	1914 presented in New York / 1917 seized by US Shipping Board renamed Mercury
1897	Königin Luise	10,566 GRT	AG Vulcan, Stettin	1919 ceded to Britain as war reparation, 1921 to Orient Line, renamed Omar.
1897	Bremen (II)	10,522 GRT	F. Schichau, Danzig	1919 ceded to Britain as war reparation, 1921 to Byron Line, renamed Constantinople.
1899	König Albert	10,643 GRT	AG Vulcan, Stettin	1915 seized by Italy and was renamed Ferdinando Palasciano.
1900	Großer Kurfürst	13,183 GRT	F. Schichau, Danzig	1914 1917 seized by USA renamed Aeolus.
1900	Prinzessin Irene	10,881 GRT	AG Vulcan, Stettin	1917 seized by USA renamed Pocahontas, 1922 re-purchased by NDL renamed Bremen (III), 1928 renamed Karlsruhe (II), 1932 scrapped.
1900	Princess Alice	10,911 GRT	AG Vulcan, Stettin	ex- Kiautschou, 1904 purchased from Hamburg America Line and renamed Princess Alice, 1917 seized by USA renamed Princess Matoika.
1897	Kaiser Wilhelm der Grosse	14,349 GRT	AG Vulcan, Stettin	1914 became German armed merchant cruiser, 1914 sunk by HMS Highflyer at Rio de Oro, Spanish Sahara.
1901	Kronprinz Wilhelm	14,908 GRT	AG Vulcan, Stettin	1914 became German commerce raider, 1915 presented in USA, 1917 seized by USA, renamed Von Steuben.
1898	Kaiser Friedrich	12,481 GRT	F. Schichau, Danzig	Could not reach specified speed, 1899 chartered to HAPAG, 1900-1912 laid up. 1912 sold to Cie Sud-Atlantique, Paris, renamed Burdigala.
1899	Rhein (II)	10,058 GRT	Blohm & Voss AG, Hamburg	1917 seized by USA renamed Susquehanna
1900	Main (II)	10,067 GRT	Blohm & Voss AG, Hamburg	1919 ceded to Britain as war reparation
1901	Neckar (II)	9,835 GRT	J. C. Tecklenborg AG, Geestemünde	1917 seized by USA renamed Antigone
1899	Köln (II)	7,409 GRT	J. C. Tecklenborg AG, Geestemünde	1917 seized by USA renamed Amphion
1899	Hannover (II)	7,305 GRT	Wigham, Richardson & Co. Ltd., Newcastle	1919 ceded to Britain as war reparation, 1921 repurchased by NDL rebuilt to 7438 tons, 1933 scrapped.
1900	Frankfurt (II)	7,431 GRT	J. C. Tecklenborg AG, Geestemünde	1919 ceded to Britain as war reparation. 1922 renamed Sarvistan.
1901	Cassel	7,543 GRT	J. C. Tecklenborg AG, Geestemünde	1919 ceded to France as war reparation, renamed Marechal Gallieni
1901	Breslau	7,524 GRT	Bremer Vulkan AG, Vegesack	1917 seized by USA renamed Bridgeport
1902	Chemnitz (I)	7,542 GRT	J. C. Tecklenborg AG, Geestemünde	1919 ceded to Britain as war reparation
1902	Brandenburg	7,532 GRT	Bremer Vulkan AG, Vegesack	1919 ceded by Britain as war reparation, 1922 renamed Hecuba and transferred to Alfred Holt & Co. (Blue Funnel Line)
1900	Strassburg (II)	5,057 GRT	Bremer Vulkan AG, Vegesack	1904 transferred to Hamburg America Line, renamed Slavonia.
1900	Würzburg	5,085 GRT	Bremer Vulkan AG, Vegesack	1916 seized by Portugal renamed Sao Vicente
1902	Schleswig	6,955 GRT	AG Vulcan, Stettin	1919 to France as war reparation, 1921 renamed General Duchesne, management was transferred to Messageries Maritimes
1902	Erlangen (I)	5,285 GRT	Bremer Vulkan AG, Vegesack	1917 mined and sunk in North Sea; loss of 19 lives
1903	Kaiser Wilhelm II (II)	19,361 GRT	AG Vulcan, Stettin	1914 presented in New York / 1917 seized by USA renamed Agamemnon
1907	Kronprinzessin Cecilie	19,360 GRT	AG Vulcan, Stettin	1914 presented in Boston / 1917 seized by USA renamed Mount Vernon
1903	Zieten	8,066 GRT	F. Schichau, Danzig	1916 seized by Portugal renamed Tungue
1903	Roon	8,022 GRT	J. C. Tecklenborg AG, Geestemünde	1919 ceded to Britain, 1921 to Greece renamed Constantinoupolis
1903	Seydlitz	7,942 GRT	F. Schichau, Stettin	1933 scrapped
1903	Gneisenau (I)	8,081 GRT	AG Vulcan, Stettin	1918 seized by Belgium, 1919 sold to Italy, 1921 renamed Citta di Genova
1904	Scharnhorst (I)	8,131 GRT	J. C. Tecklenborg AG, Geestemünde	1919 seized by France, 1920 transferred to French Line renamed La Bourdonnais
1906	Yorck	8,901 GRT	F. Schichau, Danzig	1933 scrapped
1906	Bülow	9,028 GRT	J. C. Tecklenborg AG, Geestemünde	1914 presented in Lisbon / 1916 seized by Portugal renamed Tras-os-Montes
1907	Kleist	8,950 GRT	F. Schichau, Danzig	1919 ceded to Britain as war reparation, 1921 to Japan renamed Yoshino Maru
1907	Goeben	8,792 GRT	AG Weser, Bremen	1919 to France as war reparation, 1920 transferred to French Line and renamed Rousillon
1908	Derfflinger	9,060 GRT	F. Schichau, Danzig	1914 seized by Britain, renamed Huntsgreen, 1923 repurchased by NGL reverted to Derfflinger, 1932 scrapped
1908	Lützow	8,818 GRT	AG Weser, Bremen	1914 seized by Britain renamed Huntsend, 1923 repurchased by NGL reverted to Lutzow, 1933 scrapped
1904	Prinz Eitel Friedrich	8,865 GRT	AG Vulcan, Stettin	1914 became German commerce raider, 1915 interned in USA, 1917 seized by USA renamed DeKalb
1906	Prinz Ludwig	9,630 GRT	AG Vulcan, Stettin	1919 ceded to Britain as war reparation, 1920 transferred to Orient Line renamed Orcades
1907	Prinz Friedrich Wilhelm	17,082 GRT	J. C. Tecklenborg AG, Geestemünde	1920 ceded to Britain as war reparation, 1921 transferred to Canadian Pacific Steamship Company renamed Empress of China, then Empress of India
1907	Gotha	6,653 GRT	Bremer Vulkan AG, Vegesack	1933 scrapped
1908	Giessen	6,583 GRT	Bremer Vulkan AG, Vegesack	1919 ceded to Britain as war reparation, 1921 transferred to Ellerman Lines renamed City of Harvard
1910	Coburg (I)	6,750 GRT	Bremer Vulkan AG, Vegesack	1917 seized by Brazil renamed Pocone
1910	Eisenach (I)	6,757 GRT	Bremer Vulkan AG, Vegesack	1917 seized by Brazil renamed Santarem
1909	George Washington	25,570 GRT	AG Vulcan, Stettin	1917 seized by USA
1909	Berlin (II)	17,324 GRT	AG Weser, Bremen	1919 ceded to Britain as war reparation, 1920 transferred to White Star Line renamed Arabic
1912	Sierra Nevada (I)	8,235 GRT	AG Vulcan, Stettin	1917 seized by Brazil renamed Bage
1912	Sierra Ventana (I)	8,262 GRT	Of Bremen volcano AG, Vegesack	1919 seized by France. Then management went to Compagnie de Navigation Sud-Atlantique and renamed Alba.
1913	Sierra Cordoba (I)	8,226 GRT	AG Vulcan, Stettin	1917 seized by Peru renamed Callao
1913	Sierra Salvada	8,227 GRT	Bremer Vulkan AG, Vegesack	1917 seized by Brazil renamed Avare
1913	Pfalz (II)	6,557 GRT		1914 captured by Britain and renamed Boorara.
1914	Columbus (I)	33,526 GRT	F. Schichau, Danzig	1919 ceded to Britain as war reparation, 1920 transferred to White Star Line renamed Homeric
1915	Zeppelin	14,167 GRT	Bremer Vulkan AG, Vegesack	1920 ceded to Britain as war reparation then transferred to Orient Line and renamed Ormuz, 1927 repurchased by NDL renamed Dresden (II), 1934 wrecked on Norwegian coast; loss of 4 lives
1922	Köln (III)	9,265 GRT	Bremer Vulkan AG, Vegesack	1934 became cargo ship, 1940 wrecked on Swedish coast
1922	Crefeld (II)	9,573 GRT	Flensburger Schiffbau-Gesellschaft	1934 became cargo ship, 1941 scuttled as blockship at Massawa
1922	Sierra Nevada (II)	8,736 GRT	AG Vulcan, Stettin	1925 renamed Madrid. 1935 sold to Hamburg South America Line
1923	Sierra Ventana (II)	11,392 GRT	Bremer Vulkan AG, Vegesack	1935 sold to Italian Line renamed Sardegna
1924	Sierra Cordoba (II)	11,469 GRT	Bremer Vulkan AG, Vegesack	1935 sold to Nazi Deutsche Arbeitsfront for Strength Through Joy cruising. 1945 captured by Britain, 1948 sank when under towing
1924	Sierra Morena	11,430 GRT	Bremer Vulkan AG, Vegesack	1935 sold to Nazi Deutsche Arbeitsfront for Strength Through Joy cruising and renamed Der Deutsche. 1946 became Russian owned Asia
1922	Weser (III)	9,450 GRT	AG Weser, Bremen	1931 laid up, 1933 scrapped
1923	Werra (II)	9,475 GRT	AG Weser, Bremen	1935 sold to Italian Line, Genoa, renamed Calabria
1924	Saarbrücken	9,429 GRT	AG Weser, Bremen	1935 sold to Italian Line renamed Toscana
1924	Coblenz (II)	9,449 GRT	AG Weser, Bremen	1935 sold to Italian Line renamed Sicilia
1924	Trier (II)	9,415 GRT	AG Weser, Bremen	1936 wrecked off Spain, salvaged and sold to Turkey as submarine depot ship Erkin
1924	Fulda (II)	9,492 GRT	AG Weser, Bremen	1940 sold to Japan renamed Teikoko Maru
1923	München (II)	13,325 GRT	AG Vulkan, Stettin	1931 renamed General Von Steuben. 1938 renamed Steuben, 1945 torpedoed and sunk by Russian submarine in Baltic Sea; loss of plus 2,700 lives.
1924	Stuttgart (II)	13,367 GRT	AG Vulkan, Stettin	1938 sold to Nazi Deutsche Arbeitsfront for Strength Through Joy cruising. 1943 bombed and sunk at Gdynia
1924	Columbus (II)	32,354 GRT	F. Schichau, Danzig	1939 scuttled in Atlantic Ocean to avoid capture by Royal Navy during World War II
1925	Berlin (III)	15,286 GRT	Bremer Vulkan AG, Vegesack	1945 mined and sunk off Swinemunde, 1948 refloated, repaired, and renamed Admiral Nakhimov for USSR. 1986 sank in Black Sea after collision.
1927	Arucas	3,359 GRT	Flensburger Schiffbau-Gesellschaft	1940 scuttled in North Atlantic to avoid capture by Royal Navy during World War II
1929	Bremen (IV)	51,656 GRT	AG Weser, Bremen	1940 accommodation ship at Bremerhaven, 1941 burnt out in Bremerhaven, 1946 scrapped
1930	Europa (II)	49,746 GRT	Blohm & Voss AG, Hamburg	1945 taken over by US Navy renamed USS Europa, 1950 Became French Line's SS Liberte
1935	Scharnhorst (II)	18,184 GRT	AG Weser, Bremen	1942 sold to Japan and converted to aircraft carrier Shinyo.
1935	Gneisenau (II)	18,160 GRT	AG Weser, Bremen	1943 mined and put ashore on Lolland Island, later scrapped
1935	Potsdam	17,528 GRT	Blohm & Voss AG, Hamburg	1945 ceded for war reparations to Britain, 1946 became troopship Empire Fowey
1955	Berlin (IV)	18,600 GRT	Armstrong, Whitworth & Co., Newcastle	ex- Gripsholm, which was taken over from Swedish American Line by Bremen Amerika Line, jointly operated by Swedish America and NDL. 1955 renamed Berlin (IV), 1959 fully owned by NDL, 1966 scrapped.
1959	Bremen (V)	32,336 GRT	Chantiers et Ateliers de St. Nazaire	ex- Pasteur, which was purchased from Cie. de Nav. Sudatlantique in 1959, Bordeaux renamed Bremen, 1970 owned by Hapag-Lloyd after the merger of NDL and HAPAG, 1972 sold to Chandris Lines, Piraeus renamed Regina Magna, 1977 Sold to Philippine Singapore Ports Corporation and renamed Saudiphil I as a floating hotel in Jeddah, Saudi Arabia, 1980 Sold as Filipinas Saudi I to the Philsimport International in Hong Kong, 1980 Sunk in Indian Ocean while towing to the Taiwanese ship breaker.
1965	Europa (IV)	21,514 GRT	De Schelde N.V., Vlissingen	ex- Kungsholm, which was purchased from Swedish America Line in 1965, and then renamed Europa, 1970 owned by Hapag-Lloyd after the merger of NDL and HAPAG, 1981 sold to Panama renamed Columbus C.

• The ships are chronologically specified, thus the years are not always in the correct order.

Source

• Buchholz, Jörn/Focke, Harald: Auf Lloyd-Frachtern. Erinnerungen 1957 bis 1964. Hauschild, Bremen, 2007, ISBN 978-3-89757-374-1
• Focke, Harald: Bremens letzte Liner. Die großen Passagierschiffe des Norddeutschen Lloyd nach 1945. Hauschild, Bremen, 2002, ISBN 3-89757-148-X
• Focke, Harald: Mit dem Lloyd nach New York. Erinnerungen an die Passagierschiffe BERLIN, BREMEN und EUROPA. Hauschild, Bremen, 2004, ISBN 3-89757-251-6
• Focke, Harald: Im Liniendienst auf dem Atlantik. Neue Erinnerungen an die Passagierschiffe BERLIN, BREMEN und EUROPA des Norddeutschen Lloyd. Hauschild, Bremen, 2006, ISBN 978-389757-339-0
• Kludas, Arnold: Die Seeschiffe des Norddeutschen Lloyd: 1857–1970 (in zwei Bänden). Koehlers Verlagsgesellschaft mbH, Herford, 1991 / 1992
• Reinke-Kunze, Christiane: Die Geschichte der Reichs-Post-Dampfer- Verbindung zwischen den Kontinenten 1886-11914, Herford 1994, ISBN 3782206185.
• Wiborg, Susanne, und Klaus Wiborg: 1847-1997, Mein Feld ist die Welt – 150 Jahre Hapag-Lloyd, Festschrift herausgegeben von der Hapag-Lloyd AG, Hamburg 1997.
• Rübner, Hartmut: Konzentration und Krise der deutschen Schiffahrt. Maritime Wirtschaft im Kaiserreich, in der Weimarer Republik und im Nationalsozialismus. Hauschild, Bremen 2005
• Thiel, Reinhold: Die Geschichte des Norddeutschen Lloyd: 1857–1970 (in fünf Bänden). Hauschild, Bremen 2001
• Witthöft, Hans Jürgen: Norddeutscher Lloyd. Koehlers Verlagsgesellschaft mbH, Herford, 1973, ISBN 3-7822-0088-8
• Dirk J. Peters (Hrsg.): Der Norddeutsche Lloyd – Von Bremen in die Welt – „Global Player“ der Schifffahrtsgeschichte. Hauschild, Bremen, 2007, ISBN 978-3-89757-360-4

External links

• http://www.schiffe-maxim.de/NDL.htm
• NDL's fleets gallery at Norway-Heritage
• Passenger list of NDL
• Postcards of NDL
• SS DRESDEN