THE FRENCH LINE TL: SS Normandie survives fire converted into a WW2 troopship.

[oca2073]

The Fire took place on Feb 9, 1942. There was still a lot of work to do. She would not have been in service for at least another month (and probably longer) so you need to back up the time line some.

I need to pull out 'The Queens at War" and see what the deployment of the Queens was in 1942. I know they made some runs to the Mid East reinforcing 8th Army but not sure of how many or when. Torch wasn't going to begin in September. the forces weren't available yet. November was the soonest they could happen.

No - troops were not allowed on deck of any of the fast liners during Atlantic transits. They were restricted to their buning areas except for two meals a day served at standing up tables (sometimes at strange hours). The design was not comfort but efficiency. The passageways in the ship would not permit troops to move around except with coordination. The schedule was also set well in advance with arricals and departures planned well in advance so coverage (They were not in convoy but did have some escort and general support coverage) could be coordinated.

1) Orders from Washington were that she would sail in February 14. By "enter service", I mean she officially enters the Navy not necessarily that she begins carrying troops.
2) Thanks to SS Normandie transporting 450,000 troops in 10 months, the Allies have the forces to launch Torch by September/October. Unlike the Queens OTL, she never went to the Pacific.
3) Are you sure? I see documentaries of massive amount of soldiers lying down on the decks so it's clear they're allowed outside some of the time.

 

[Carl Schwamberger]

But I'm sure with the greater manpower available, factories would prioritize producing these things. (Hint: less aid to the Soviets.) Plenty of additional cargo ships to carry them that otherwise would be devoted to carrying troops.

Priority then was ASW craft. Earlier schedules for ship construction were redone with cargo ship and escort ships increased and amphibs rolled back. maritime production was maxed out in 1942 & the battle of the Atlantic and unplanned requirements to supply the S Pacifc Actually reduced Allied cargo delivery capability. To get more capacity you have to plan for building larger construction capacity and allocated more labor, more steel, more sub component capacity (combustion and electrical engines for the cranes was a bottleneck for a while). That requires seeing the need back in early 1941 or 1940 & building more ship yards then. Henry Kaiser & Bill Knudsen had run through their quota of miracles by late 1942 & US production decisions at the macro level required extended time to execute.

 

[bsmart]

1) Orders from Washington were that she would sail in February 14. By "enter service", I mean she officially enters the Navy not necessarily that she begins carrying troops.
2) Thanks to SS Normandie transporting 450,000 troops in 10 months, the Allies have the forces to launch Torch by September/October. Unlike the Queens OTL, she never went to the Pacific.
3) Are you sure? I see documentaries of massive amount of soldiers lying down on the decks so it's clear they're allowed outside some of the time.

Just troops were not the problem with moving up Torch. There were not landing craft, other equipment or training for an earlier Invasion. Now if you want to have Torch fail ....

 

[oca2073]

Priority then was ASW craft. Earlier schedules for ship construction were redone with cargo ship and escort ships increased and amphibs rolled back. maritime production was maxed out in 1942 & the battle of the Atlantic and unplanned requirements to supply the S Pacifc Actually reduced Allied cargo delivery capability. To get more capacity you have to plan for building larger construction capacity and allocated more labor, more steel, more sub component capacity (combustion and electrical engines for the cranes was a bottleneck for a while). That requires seeing the need back in early 1941 or 1940 & building more ship yards then. Henry Kaiser & Bill Knudsen had run through their quota of miracles by late 1942 & US production decisions at the macro level required extended time to execute.

I think the existing stock of weaponry in Britain is sufficient to allow an additional 150,000 men to participate in Torch and subsequent North Africa campaign. It's not as if Britain was under threat of invasion after the Battle of Britain and the Royal Navy controlling the channel. They could afford to weaken their land forces to help with Torch. The extra men then overruns the Vichy forces more quickly and sweeps North Africa before Rommel can arrive to help much.

 

[oca2073]

Just troops were not the problem with moving up Torch. There were not landing craft, other equipment or training for an earlier Invasion. Now if you want to have Torch fail ....

FDR prioritizes that kind of equipment and training more than in OTL. Because there are more US troops in Europe doing nothing thanks to SS Normandie. Thus Torch happens about a month earlier. Why is that so hard to believe?

 

[bsmart]

FDR prioritizes that kind of equipment and training more than in OTL. Because there are more US troops in Europe doing nothing thanks to SS Normandie. Thus Torch happens about a month earlier. Why is that so hard to believe?

Unless he prioritizes them in 1940 they won't be ready. Torch was run with equipment delivered almost straight from the factories and some of it was early production from new factories. The troops weren't ready to be shipped to Europe earlier in 42. Most of Torch was run with forces direct from the U.S. 1st ID and 1st AD were in England and shipped from there but the other units (including the entire Western Task Force came straight from the U.S. and was still being fleshed out until they sailed.

 

[oca2073]

Unless he prioritizes them in 1940 they won't be ready. Torch was run with equipment delivered almost straight from the factories and some of it was early production from new factories. The troops weren't ready to be shipped to Europe earlier in 42. Most of Torch was run with forces direct from the U.S. 1st ID and 1st AD were in England and shipped from there but the other units (including the entire Western Task Force came straight from the U.S. and was still being fleshed out until they sailed.

I find it hard to believe the US wouldn't transport additional men to Britain just because their equipment wasn't ready yet. That's a ridiculous assumption. US knew that troops would eventually be needed and it takes time to do that and since they have an extra super liner troop carrier that is 100% safe from u-boats, what else should she be doing?

The Brits have more experience with amphibious landings and letting them help with equipment and training should speed things up by a few weeks. TTL because of the greater number of US troops in Britain in 1942, the Brits play a bigger role in Operation Torch training US forces in Europe when it comes to equipment and training. Thus Torch happens a month ahead of schedule.

 

[bsmart]

I find it hard to believe the US wouldn't get additional men in Britain just because their equipment wasn't ready yet. That's a ridiculous assumption. US knew that troops would eventually be needed and it takes time to do that and since they have an extra super liner troop carrier that is 100% safe from u-boats, what else should she be doing?

Why send them to the UK to wait when you have to ship food and other supplies to them. Also they were not trained or even organized into combat capable.

The Brits have more experience with amphibious landings and letting them help with equipment and training should speed things up by a few weeks. TTL because of the greater number of US troops in Britain in 1942, the Brits play a bigger role in Operation Torch training US forces in Europe when it comes to equipment and training. Thus Torch happens a month ahead of schedule.

Again there were not trained troops availabe earlier. The British were stretched to the limit supporting their existing units. Most American units that were sent to the British Isles early were sent to release British troops to be sent to the mid east which would release Australlian troops to be sent to the far east.

What the Queens as well as the other fast liners allowed was the redeployment of troops trained and prepped in the U.S. to be transferred as entire units from training areas in the U.S. to the combat theatre. It didn't do any good to bring them over until shortly before they were needed. Early shipments of troops were aviation and support units to build up the infrastructure and prepare equipment. Even the early trained Combat units had a percentage of their people taken to start new units and had to bring the replacements up to speed before going overseas. It was all part of the mobilisation plan.

 

[oca2073]

Why send them to the UK to wait when you have to ship food and other supplies to them. Also they were not trained or even organized into combat capable.

Again there were not trained troops availabe earlier. The British were stretched to the limit supporting their existing units. Most American units that were sent to the British Isles early were sent to release British troops to be sent to the mid east which would release Australlian troops to be sent to the far east.

What the Queens as well as the other fast liners allowed was the redeployment of troops trained and prepped in the U.S. to be transferred as entire units from training areas in the U.S. to the combat theatre. It didn't do any good to bring them over until shortly before they were needed. Early shipments of troops were aviation and support units to build up the infrastructure and prepare equipment. Even the early trained Combat units had a percentage of their people taken to start new units and had to bring the replacements up to speed before going overseas. It was all part of the mobilisation plan.

1) The troops sent ARE combat-trained, just not in amphibious warfare because they don't have the equipment. Unless you are saying the US had no combat capable troops in 1942 that they wanted to send to Europe even if they had an extra liner to do so. Which is ridiculous, especially considering with an extra liner they would TRAIN additional men specifically for that purpose. You are conflating lack of amphibious experience/equipment with a lack of combat experience generally. As stated above, the British who have more experience in that area can compensate with training.
2) Great, so more American units can release MORE British troops sent to the ME to participate in Operation Torch. It hardly matters if they are rather green.
3) And the additional liner speeds up ALL of the above allowing for extra troops to be prepared for Operation Torch about a month ahead of schedule OTL.

 

[oca2073]

With the dropping of the atomic bombs and the surrender of Japan, the Soviets subsequently seized Manchuria even as the Americans occupied Korea. The Soviets demanded the Americans retreat from Northern Korea as they want to set up a buffer state. The US agrees under the condition Soviets turn over all captured Japanese weaponry in Manchuria to prevent them being given over to the CCP or Korean communists. The equipment is then used to arm South Korean forces. But the Soviets deliver their own surplus weaponry to these factions and Mao’s CCP end up winning the Civil War and managed to take Taiwan in 1951 while Kim’s Communist faction wage an intense guerrilla war against the South Korean authorities. As part of the agreement, the US withdraws from the two northernmost Korean provinces Pyongan and Hamgyong which become a North Korean Soviet satellite. The six southern provinces become the Korean Republic.

The Soviets after all, are extremely angry at the Allied forces for not attacking Austria until 1945 and they claim the war could have been shortened by a year if they had done so. They were also annoyed that the Lend Lease aid delivered fell far short than they had expected. Thus they are outright arming Communists. The US responds with a strong weapons delivery and training program given to Greece and South Korea which successfully suppresses these threats.

Back in Europe, the transportation of war brides and troops back home continues apace until de Gaulle finally requests that the USS Lafayette be given back to the French which they receive in December 1946.

Two northernmost provinces become a Soviet satellite.

 

[Bureaucromancer]

Getting back to the post-war world, I do wonder if having Normandie immediately and a few years of dual operation might be enough to keep the France sailing as long as QE2.

It would certainly be interesting to posit a scenario in which QE2 is built in it's earlier pure liner form but is operated on some kind of cooperative year-round schedule with the France.

OTOH, it might also be enough to get United States' sister built and destroy the economics of Atlantic operations even more than historically.

 

[oca2073]

Getting back to the post-war world, I do wonder if having Normandie immediately and a few years of dual operation might be enough to keep the France sailing as long as QE2.

It would certainly be interesting to posit a scenario in which QE2 is built in it's earlier pure liner form but it operated on some kind of cooperative year-round schedule with the France.

OTOH, it might also be enough to get United States' sister built and destroy the economics of Atlantic operations even more than historically.

And this time, the name Normandy won't be associated with death, sacrifice, suffering like OTL that could affect SS Normandie's post-war career. That's why I felt obliged to move the location of D-Day, no disrespect to any veterans, or ppl who died. TTL, the name Normandie will be synonymous with ocean liners and grand luxury as the ship becomes iconic.

 

[oca2073]

When the Normandie rolled back into the shipyard for conversion work, the directors of the Compagnie Générale Transatlantique were breathing a sigh of relief that she had survived the war. But they were also daunted at the task that lay ahead of them. They had plenty of photographs taken to document how the ship was nearly 10 years ago and now began the arduous task of setting the clock back. All of her passenger furnishings had been shipped from New York to Le Havre and restoration work began. The ship was repainted in her old colours. Great care was taken to returning the rooms to what they were purposed for in the 1930s. But rather than trying to replicate exactly the look of the 1930s, the directors decided to tone down the first class decor (in particular the grand salon) to provide a less intimidating and more informal atmosphere and to better suit contemporary tastes. Normandie had not been a commercial success in her previous life and many considered her decor overdone even in the 1930s let alone the more sombre mood of the 1940s after the war. All giant statues were removed from the ship as they were deemed too intimidating. And the best French artisans went to work replacing damaged or graffiti interior sections of the ship that were not removed during the conversion.

The problem was Normandie was a commercial failure next to her "great rival" the Queen Mary and the problem lay in that too much space had been devoted to First Class sections of the ship. Consequently, there wasn't enough space for both tourist and third class to meet the standards of the new travelling public. Thus she sailed almost never more than 60% capacity and was severely under-booked in the lower classes as she was considered a bad deal for her ticket price. So the question was how to make her a commercial success? Unlike the pre-war years, they weren't certain they could count on govt subsidies to operate the Normandie.

The solution therefore was to make her a two-class ship. The first ocean liner in the world to cater only to First Class and Tourist Class passengers, throwing out the third class passengers entirely who weren't all that lucrative in the end. As such, much work began connecting the tourist and third class sections of the ship and making them easily accessible. This involved the construction of new entrances and new elevators. The 3rd class stairway was removed altogether saving a lot of extra space. Aluminium was used in many places where it would help the structural integrity of the ship as her interior shape in her aft section was changed somewhat.

All means possible was undertaken to improve the facilities of the tourist class. In the site of the former tourist class enclosed promenade (51), tourist class gymnasium (52), an indoor pool area was constructed that was right next to the outdoor tourist class pool (50). There was still one enclosed promenade (30) in front of the former tourist class smoking room, now called the observation bar, for tourist class passengers to enjoy. The new tourist class gymnasium with the same basic design would be moved to and replace the 3rd class bar (86) and the former commissaire's office (87).

Tourist class indoor pool with pool bar

One of the biggest changes would be the location of the tourist class lounge which had already been changed once before in the ship's history. The tourist class lounge located on the former promenade (20) next to the grillroom was converted into a new more modern designed smoking room for the tourist class. During cruises, it would be known as the Café Parisien. Directly above with connecting stairs, is the tourist class open sports deck. The cafe veranda facing the aft of the ship next to this area was kept.

Tourist class smoking room

As for the new tourist class lounge, it was a grand room constructed in the former 3rd class salon (107). It is a dual-purpose room that also shows films and acts as a cinema for the tourist class. During cruises, it would be used as a ballroom.

Tourist class lounge (a double-height room)

Due to the increased size of the tourist class (895) compared to previous (625), it was decided to keep the 3rd class dining room (164), which was now to be called the banquet room for the tourist class. During cruises however, it would be converted into a club area for teenagers. The tourist class synagogue was also converted into a stylish new bar due to a decreased number of Jewish passengers on the transatlantic run following WW2. During cruises, the tourist class chapel would be repurposed as a prayer room for Jewish passengers.

Tourist class private bar

Tourist class prayer room (chapel during transatlantic runs, Jewish prayer room during cruises)

The former 3rd class smoking room (84) was converted into a new, much more expansive playroom for tourist class children.

Tourist class playroom

While the old playroom would be turned into a new writing room for the tourist class.

Tourist class writing room

For the first class, a new funnel bar (or Bar des Flandres) was constructed in the building underneath the second/middle funnel. This was done to give first class passengers easy access to refreshments on the sports deck.

1st class funnel bar

As for general improvements, the new SS Normandie boasted a modernized air conditioning system with fans installed within the ship that extended AC to all sections of the ship including her theatre. As such, the rear dummy funnel that housed the kennels underneath no longer had to hold the air-conditioning unit. Instead, a small open-air pool was constructed above the kennels and within the funnel itself for 1st class passengers to use. Normandie became the first ship in the world to provide private telephones in all staterooms (including tourist class) that could call any part of the world as well as adjustable heating and air-conditioning controls to all passengers. In addition all 1st class staterooms (after their placement had been reworked extensively) were given their own private bath. The former 3rd class area of staterooms, of course, had their living density drastically reduced when they were converted into tourist class staterooms. All tourist class staterooms now boasted private showers. SS Normandie also featured modernized fire safety equipment including a sprinkler system installed throughout the ship and early warning radar which had been developed during the war. Lastly, because her boilers were severely run down from the war, they were replaced with 12 new ones. (Previously, she ran with 33.) This would boost her fuel efficiency and increase her longevity. Normandie's boilers would be split and given to the Ile de France and De Grasse respectively increasing the base speed of these ships.

Due to modernization and a reduction in passengers, the crew size was reduced to just 1100 from 1347. With a first class capacity of 750 and a tourist class capacity of 895, she carried 1645 passengers, a tiny number for such a massive ship, although all were well-paying. Considering that she sometimes ran below half capacity during the 1930s, this was considered a good trade off to increase tourist class passenger numbers. After all, 895 tourist class passengers was equivalent in ticket sales value to 625 tourist and 340 third class (Normandie's pre-war passenger capacity in 1935 for the tourist and third class). During cruises, she had a maximum capacity of 1518.

The Normandie's restoration to former, or even greater glory was a source of national pride for the French scarred by war and occupation and a sign that things were finally returning to normal. The final bill wasn't cheap, but was deemed necessary to make her competitive. SS Normandie returned to passenger service in May 1948.


Here is the interior plan of SS Normandie that I used to reference the changes made TTL + the numbers code. It is the 1935 Normandie, so note the location of the tourist class lounge hasn't yet been moved (from 56 to 20). Also, the sundeck is very different after 1936.

https://i.pinimg.com/originals/0c/9a/4e/0c9a4e34fd9bc4c91e63ae25f4243e37.jpg

For a more accurate exterior plan that dates post 1936 and shows the change in sundeck plan + the new tourist class lounge location:

https://www.christies.com/img/LotImages/2008/NYR/2008_NYR_02073_0194_000(040835).jpg

 

[oca2073]

The following decades were golden years for the French Line where the company made a conscious decision to take on debt to expand and build new ships in the post-war boom. Firstly, after the Normandie, the Ile de France was restored and resumed passenger service in 1949. She was not a true running mate to Normandie as she was too slow at 23.5 knots. But the decision was made to focus elsewhere due to the already highly competitive, oversupplied North Atlantic market. The French had a third ship the SS De Grasse which also survived the war and after modifications to increase speed, between the three ships, the French Line were able to offer a weekly service between NY and Europe.

The real profits that the directors could foresee lay in the Mediterranean. As such, the Compagnie Générale Transatlantique had managed to convince the Société Générale de Transport Maritimes that was primarily based in Marseilles to merge with their company. Their first task was to construct new ships for the Riviera-Italy-US and Riviera-Italy-South American routes. Between 1951-1953, four diesel-electric ships were constructed. Diesel was specially chose to reduce fuel costs and to gain a competitive edge over the Italian Line. This would also allow the ships to serve the cruising market later in their careers after jet travel took over those routes as well.

The Antilles and Comte de Nice were sister ships and 225 m long. They were finished in 1953 and 1952 respectively and purposed for the South American route. The Provence and Flandre were sister ships finished in 1951 and 1952. They were 275 m long and served the Riviera-Italy-US route. Due to the demand, a third sister ship the Bordeaux was eventually built. These ships were painted all-white to better deflect heat in the warmer Mediterranean environment.

With these ships (constructed with the help of a govt subsidy), the French Line outclassed anything the Italian Line had to offer whether it came to comfort, speed, and prices. The Italian Line in the 1950s was plagued by bad naval engineering design, infamous ship instability problems, unreliability from strikes, and even a shipwreck that resulted in the loss of their flagship, the beautiful Andrea Doria. The French Line gained the lion's share of profits from these routes. They were famous for being the first line to run exclusively two-class accommodation ships which meant more space and comfort for the tourist class passengers. This was in addition to the emphasis the French Line placed on caring for tourist class passengers. The French emphasis on cuisine, service, and the just plain inimitable sense of style on their ships, the carefully planned art and decor won over the Italian and American market.

Tourist class

First class

From 1953-1957, two further diesel-electric ships were built for the Britain-Riviera-Italy-Greece-Australia route. The two sister ships were named Napoleon and Corse respectively and were 250 m in length. They were famous for immediately introducing single class accommodation in their long voyages that resembled cruise environments rather than the traditional ocean liner. Passengers would have full freedom to access the entire ship to stave off boredom and repetition during the three week journey.

In addition, the SS Pasteur was ultimately rebuilt in 1959 for the Germany-UK-France-Canada-US route after being requisitioned in the 1950s by the French military.

Back on the North Atlantic, the SS Normandie had become the ship of choice for the wealthy and celebrities. First class onboard her provided the best chance anywhere in the world for one to see all the important personages of the day up close, a magnet for socialites and the epitome of haute couture. Only Queen Mary was remotely her rival in this regard, her more relaxed charm retained her the favour of others. The Normandie became even more iconic after the release of popular movies: The French Line (1953) starring Jane Russell, Sabrina (1954) starring Audrey Hepburn, and How to Marry a Millionaire (1953) starring Marilyn Monroe. In particular, the ship’s clean/streamlined exterior profile and monumental first class dining room was well-known internationally all across Europe and the US. The dining room was eventually considered one of the high points of western civilization art emblematic of modern art deco and its design taught in art history schools worldwide. Anyone who fancied themselves slightly important and had the money would travel at least once on the Normandie first class during the 1950s. In 1955, Normandie was fitted with two sets of retractable stabilizers which reduced the seasickness complaints of some first class passengers who were overwhelmed by her splendour. Similar modifications were made to the Ile de France.

There was no attempt, however, by Normandie to challenge Queen Mary for the Blue Riband again as WW2 had demonstrated which ship had the slight edge in speed. With the advent of jet travel, records such as the Blue Riband seemed increasingly pointless in any case to the public. Overall the French Line saw tremendous commercial profit growth in the 1950s and it was expected that her heavy debt burden (at low interest rate loans provided by the govt) would not be an issue. By 1957, the French Line were planning for a successor ship on the North Atlantic: for both the Ile de France and eventually Normandie.

 

[GrahamB]

The French Line has made some excellent choices in reemphasizing their service to the Tourist Class travel industry without diminishing their First Class accommodations. The move from the Trans-Atlantic to Mediterranean was also an excellent move, for the reasons cited in the post.
I'm looking forward to seeing what the Provence class and Normandie/Ile de France successors get up to. I hope some enterprising artist takes a stab at showing off their lines, I'm afraid my skills aren't up to the task.

 

[oca2073]

William Francis Gibbs was the foremost American naval engineer of his generation and responsible for building the Liberty ships of WW2 that transported cargo and weaponry economically across the Atlantic. He was also well-known for being a pioneer in areas of hull design and well-respected internationally. But Gibbs' ultimate dream was to build a super liner for his home country. The United States had only built one grand liner in its history the SS America.

After WW1, Gibbs had come close to persuading the US Lines to build the SS Constitution, but ultimately the company decided on the less risky option of simply converting the existing seized German ocean liner SS Vatherland as the SS Leviathan. Now after WW2, history would repeat itself. Gibbs again came close to persuading the US govt to subsidize a new superliner that could be converted for military purposes into an efficient troopship. He had put a lot of effort refining his design plans. However his efforts would not succeed as the US Navy determined that the captured German liner the SS Europa would be good enough for the role as she could do 27-29 knots. The SS Europa (keeping her original name) would in subsequent years prove to be a popular running mate to SS America after she entered service with the US Lines in 1950. By the time the US Lines was thinking of a replacement in the late 50s, thanks to Soviet advances in nuclear propulsion submarines, an ocean liner sailing independently and quickly faster than any escorts for troop transport was looking less viable. The advances of jet aircraft put off the US Lines from ordering a replacement.

Now seventy years old and with seemingly little chance of ever designing a superliner which had been his ultimate ambition since he was a kid, Gibbs looked set for retirement from his advisory role on naval engineering for the Navy. However two weeks after leaving his job, he received an unbelievable, irresistible offer from the French Line. They wanted Gibbs as the chief naval architect for their next ocean liner, the successor ship to the Ile de France and Normandie. Gibbs could hardly believe it. Part of him was extremely excited and he felt like a child again. The other, more rational side of him, was daunted at the task of building a follow-up to such famed and reputable ships.

The French Line by 1957 had finished building their seven diesel ships for Mediterranean service and were finally focusing on the North Atlantic again due to the aging state of their ocean liners there. In particular, the Ile de France was set for retirement in just a few years and although jet travel was predicted to take away the majority of passengers in the following decade, the French Line could not resist building a true follow-up and running mate to the SS Normandie. It had to be a ship that would prove as iconic as its predecessor that people wanted to sail on, even if they had other much faster options. In the tradition of the SS Normandie, they offered the job to who they believed was the best naval architect on the planet, not necessarily a Frenchman. SS Normandie had after all been designed by Vladimir Yourkevich, a Russian who introduced a revolutionary new clipper bow and streamlined design. They believed that Gibbs could do a similar job thanks to his expertise in propulsion and efficient hulls. Funnily enough, neither Gibbs nor Yourkevich had ever received any formal naval engineering training or education. Yet both had revolutionized the field, and as such they stood out as true, self-taught geniuses. Only a naval architect of a similar unorthodox background who could think outside the box would do for such an important ship.

OTL, SS Europa was given to the French line by the US as a replacement for the SS Normandie that caught fire and capsized in New York during her conversion into a troopship. She would serve from 1950-1961 as SS Liberté, the flagship of the French line.

 

[oca2073]

The precise kind of ship they wanted to build as a replacement caused many headaches for the directors of the French line. Initially, they were planning on building a pair of smaller sister ships but upon receiving assurances from the govt led by de Gaulle who wanted to see one grand liner in the tradition of the Normandie, they opted to build one ship in exchange for the govt paying 20% of all costs plus the rest covered by low interest loans.

Since the Jet Age had already begun, directors were also conscious that the ship needed to be successful in cruising to remain viable. It would also need to be fuel efficient and built for the cold North Atlantic as well as the warm Caribbean. Despite the grumbling of the French govt, the company would include the best of shipbuilding technology from various countries as they had in their previous ships built for Mediterranean service. It would be a true collaborative, multinational effort. The propellers, engines, boilers was American tech. The designer of the hull, bow, and superstructure was an American naval architect. The funnel design, lifeboat system, and desalination system was Italian tech including from Turin Polytechnic. The alternators employed British technology.

As she was going to built in Saint-Nazaire, the traditional birthplace of all great French liners, and perhaps would be the last great French ship of state, she would be called the SS Bretagne in honour and recognition of the region's shipbuilding industry. The French Line would market her as the longest ship in the world, and indeed she would be the longest. Stretching 321 metres, she was also marketed for being the exact height of the Eiffel Tower in Paris that had recently been extended in height due to the addition of a television antenna. But in fact, she would be smaller than Normandie and Cunard's Queens overall with a beam of 34 m, and 68 m in height from keel to mast (with 12 decks, 9 for passengers) and there were no plans to compete in the weight department.

Despite her size, she would be a dual propeller/engine ship. Her propellers would be five-bladed. Powered by two of the most powerful double-reduction steam turbines on the planet by Westinghouse, she would do over 120,000 shp considerably less than the Normandie. She had roughly half the power of a Forrestal/Kitty Hawk Class aircraft carrier which carried 4 of those turbines with 8 boilers and 4 five-bladed shafts. She would have four Babcock & Wilcox boilers. Due to this, she would only have one engine room and one boiler room, greatly reducing the need for maintenance crew and improving efficiency in addition to having highly modernized engineering/control panels, automation, and a closed-circuit-television system. To ensure safety and reliability, the ship would be able to be powered with either engine/propeller with the other switched off. This allowed her to run at half her normal fuel consumption during cruises. For efficiency reasons, she would use alternators and alternating current to generate electricity for passenger services. Her planned service speed was 27.5 knots, the minimum needed to maintain a weekly transatlantic service with Normandie.

There were various ways in which the designers planned to reduce the weight of the vessel to reduce the fuel needed to run her. Firstly her water needs would be met entirely by 3 desalination evaporators producing 1200 tons of freshwater daily installed on the ship. Her superstructure was mostly built of aluminium and Gibbs pioneered new use of lightweight materials and construction techniques. This included unique metal-metal isolation techniques using specialized barrier tapes to solve problems of galvanic corrosion for aluminium. All of this significantly lowered the ship’s center of gravity, resulting in better stability. The exception was the frontal section of the superstructure which remained reinforced in steel due to the dangers of North Atlantic rogue waves. A large part of the construction would be prefabricated thus cutting down construction time significantly.

Her hull was also welded rather than riveted and featured extended watertight bulkheads for added safety. The underside of the hull, especially the bow, used an unusual bulbous shape instead of the traditional knife-edge to improve high-speed performance and reduce water resistance and friction. She would have bow thrusters with guillotine doors for added manoeuvrability so she could dock without the aid of expensive tugboats. There was some pushback by the French line directors against Gibbs' fastidious use of fire-proof materials, but the end result was still a ship that used far more aluminium, metal, plastics, formica, glass, and spun-glass fiber for its decor and relatively little use of woods. For fire-safety reasons, the ship would feature fewer double and triple height rooms than the Normandie.

She would have a similar clipper-like bow as that former ship, but feature an updated cruiser stern. In addition, the lifeboat davits were capable of launching lifeboats against a 25 degree list and all lifeboats were motorized and equipped with radios. For stability, the ship featured two sets of active retractable stabilizers. It had an advanced bilge keel design situated at the fullest part of the underwater hull. The forward part, just as the forward stabilizer pair begins, is radically swept inward.

One of the most distinctive features of the ship was the design and placement of the single funnel and machinery. To maximize space saved, they were shifted to the two-thirds aft position of the ship. Instead of a traditional even surface, the funnel had a trellis pipework structure to reduce weight and allow wind to pass through it. This was deemed necessary to prevent such a massive funnel from being caught by the wind making the vessel difficult to handle. On top, there was a cap that acted as a smoke deflector but also a filter for heavier solids. This revolutionary design would be copied by most ships in the future but it was extensively criticized by the French press for being ugly. But the design greatly reduced smoke on the open decks. In the tradition of the Normandie of course, the funnel area housed the kennels and featured a dog promenade and washing pool area underneath.

The basic funnel design seen here on an Italian ship.

A large portion of the frontal sundeck would feature a lido pool area covered by a magrodome that could be opened or closed according to the weather. This was done both to make the ship competitive in cruising but also to reduce friction to boost speed efficiency. All the ship's outdoor pools would be infrared-heated capable of boosting temperatures by several degrees. Of course, all the rooms in the ship would be fully air-conditioned and all cabins would have heating and AC controls to allow passengers to adjust temperatures as they see fit. All staterooms would also feature bathrooms (including baths for both First and Tourist class). Tourist class cabins would offer an unprecedented amount of living space, including no bunk beds. Overall, she would be designed to carry 700 first class and 1100 tourist class passengers with the capacity for a 100 car garage. She carried a complement of only 942 crew. It is still considered an astonishing feat of naval engineering that a ship featuring so many revolutionary new types of technology for the first time was able to be built with relatively few mishaps.

These are the main details and specifications of SS Bretagne's exterior design and the generalities that were decided upon. Up next, was the question of the interior design and decor of the rooms which SS Bretagne had a lot to live up to as she was SS Normandie and SS Ile de France's successor.

 

[Admiral Bloonbeard]

With the dropping of the atomic bombs and the surrender of Japan, the Soviets subsequently seized Manchuria even as the Americans occupied Korea. The Soviets demanded the Americans retreat from Northern Korea as they want to set up a buffer state. The US agrees under the condition Soviets turn over all captured Japanese weaponry in Manchuria to prevent them being given over to the CCP or Korean communists. The equipment is then used to arm South Korean forces. But the Soviets deliver their own surplus weaponry to these factions and Mao’s CCP end up winning the Civil War and managed to take Taiwan in 1951 while Kim’s Communist faction wage an intense guerrilla war against the South Korean authorities. As part of the agreement, the US withdraws from the two northernmost Korean provinces Pyongan and Hamgyong which become a North Korean Soviet satellite. The six southern provinces become the Korean Republic.

The Soviets after all, are extremely angry at the Allied forces for not attacking Austria until 1945 and they claim the war could have been shortened by a year if they had done so. They were also annoyed that the Lend Lease aid delivered fell far short than they had expected. Thus they are outright arming Communists. The US responds with a strong weapons delivery and training program given to Greece and South Korea which successfully suppresses these threats.

Back in Europe, the transportation of war brides and troops back home continues apace until de Gaulle finally requests that the USS Lafayette be given back to the French which they receive in December 1946.

View attachment 606025
Two northernmost provinces become a Soviet satellite.

Now how in the hell does the PRC take Taiwan? They had virtually no navy in 1950

 

[oca2073]

Now how in the hell does the PRC take Taiwan? They had virtually no navy in 1950

They don't need one. Supposing the US Navy isn't blocking the straits because the Korean War doesn't happen, then they can take Taiwan. US wasn't interested in helping KMT anyways after the Civil War. 1st step capture the outlying islands like Penghu. Then wait for favourable weather and invade. The KMT haven't finished suppressing the native Taiwan establishment either so they will be easily defeated.

 

[Admiral Bloonbeard]

They don't need one. Supposing the US Navy isn't blocking the straits because the Korean War doesn't happen, then they can take Taiwan. US wasn't interested in helping KMT anyways after the Civil War. 1st step capture the outlying islands like Penghu. Then wait for favourable weather and invade. The KMT haven't finished suppressing the native Taiwan establishment either so they will be easily defeated.

The ROC has a navy, and you’re talking about an island that the Allies were afraid to invade in World War 2...