The Beginning and Demise of the Big U
Recently, I came across an article in the industry magazine, Professional Mariner, about the ocean liner, SS United States, or those of us fond of this magnificent ship called her “The Big U.”
Inactive since 1969, her luck had’ finally run out and The Big U was being evicted from her long-term berth on the Delaware River in Philadelphia. The owners, The SS United States Conservancy, had run out of options of other locations and sadly agreed to “Reef” the ship. Reefing means sinking her so she becomes a home for sea creatures and for divers to explore the ship, both inside and outside.
The Conservancy’s president, Susan Gibbs, granddaughter of the ship’s designer, William Francis Gibbs, explained,
In the long and storied history of America’s Flagship, these last two-years of this unfortunate litigation (with the owners of her berth) have perhaps been the most difficult, and the conflict at the pier has drastically impacted our plans for the ship’s long-term future.
While this is not the outcome we originally envisioned, the ship will have a future. This next chapter of the SS United States’ story will bring thousands of people annually from around the world to experience her. Okaloosa County has now allocated more than $10 million to reactivate the SS United States as the world’s largest artificial reef in tandem with creating the Conservancy’s land-based museum and visitor center.
The cost to sink the Big U may be more than $10 million. Oskaloosa County has agreed to absorb the cost needed to accomplish this project. The Big U will be towed to Norfolk, Virginia where extensive preparations will be undertaken to prepare the ship to become the promised reef.
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William F. Gibbs was the premier designer of ships in the first half of the Twentieth Century. For years, he had envisioned a super trans-Atlantic liner that could out-perform all other liners while carrying over 1,900 passengers and a crew of 1,044. America’s experience during World War II convinced the military that our own merchant marine should have the best ship possible under American Flag to transport our troops to England or any other destination. After conversion, the Big U could accommodate 14,000 soldiers, a remarkable number and sail at high speed.
In 1945, the War Department put out bids for such a ship, and a long story short, Gibbs was awarded the contract. Finally, his dream had become a reality and he became the tsar of the Big U’s design and construction. Newport News Ship Building became the builder of choice and so they deserved to be; to this day they are the premier American ship builder, especially for military vessels.
But the SS United States was also designed to be a commercial ocean liner for United States Lines and Gibbs designed the plans that would include all the ambiance that a great liner would have. The first was that all of the superstructure would be made of aluminum to lighten the ship. The other was to eliminate all wooden construction. The only exceptions were the butcher’s block and the Steinway Piano. As a liner, the ship could carry 834 in First Class, 524 in Second Class and 554 in Tourist Class.
The Big U was launched in 1952. Before United States Lines and the Government’s Maritime Administration, (MARAD) Inspectors signed off on the vessel’s performance, the builder’s staff had to put the ship through its trial runs. On June 10, 1952, Newport News Shipbuilding sailed the ship out of Norfolk and into the Atlantic Ocean with US Lines and MARAD engineers on board to witness the Big U’s performance. US Lines went first and the Big U met their speed challenge of 32 knots without any problems or complications.
All of the US Lines representatives were excused and left the ship. Then, the MARAD engineers and the Newport News engineers manned the ship’s second boiler room and engine room and the captain called for military speed. The addition of these two units increased the speed to 38.22 knots sustained speed with spurts as high as 44 knots, a record never before achieved and immediately deemed top-secret.
The Big U’s first voyage as an ocean liner was in pursuit of the Blue Ribbon, the recognition of the fastest ship to cross the Atlantic. The RMS Queen Mary held the record set in in 1936 of 33 knots. The Big U blew that away with a run just under 40 knots. The ship was welcomed as America’s flagship being new and attractive, popular and a nice money maker for US Lines. In addition, Uncle subsidized the owner to maintain trans-Atlantic service no matter the profitability.
However, the world was changing and in 1957. for the first time, piston-powered aircraft carried more passengers across the Atlantic than ocean liners. The entry of the early jet powered aircraft like the Boeing 707 and the Douglas DC-8 only exacerbated the conquest of airplane over ship. US Lines tried to freeze salaries, but this led to a series of strikes and ate away any profits. The last profit-making year for the Big U was 1959 and by 1960, she was operating at a deficit of $2 million. By 1968, this had risen to $4 million.
On Octobert 25, 1969, the Big U completed her 400th voyage. She was ordered to start her yearly overhaul at Newport News early. On November 11, US Lines announced that the ocean liner was being withdrawn from service. All work stopped, the ship was sealed with all furniture, fittings and crew uniforms left in place. The Big U was relocated from the ship yard to a terminal across the James River from Newport News.
The SS United States would never sail under her own power again and her afterlife would be a series of failures.
(To b continued.)