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Barbarossa-class ocean liner
Barbarossa-class ocean liner
Barbarossa-class ocean liner
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SS Bremen in port in 1905
Class overview
NameBarbarossa class
Builders
Operators
Built1896–1901
In service1896–1935
Completed10
Lost1 sunk in service
Scrapped9
PreservedNone
General characteristics
TypeOcean liner
Tonnage10,525–12,335 GRT
Length152.18–160.19 m (499 ft 3 in – 525 ft 7 in), LBP
Beam18.29–18.99 m (60 ft 0 in – 62 ft 4 in)
Propulsion
Speed15–16 kn (28–30 km/h; 17–18 mph)
Passengers2,026–2,392, consisting of:
  • 172–390 first class
  • 106–250 second class
  • 1,550–1,954 third class/steerage
Crew171–250, depending on season and ship
Notestwo funnels, two masts

The Barbarossa class was a class of ocean liners of North German Lloyd and the Hamburg America Line of the German Empire. Of the ten ships built between 1896 and 1902, six were built by AG Vulcan Stettin, three were built by Blohm & Voss, and one was built by Schichau-Werke; all were built in Germany. They averaged 11,000 gross register tons (GRT) and featured twin screw propellers driven by quadruple-expansion steam engines.

History

[edit]

Early career

[edit]

The first four ships of the class, Friedrich der Grosse, Barbarossa, Königin Luise, and Bremen, were launched in 1896 for North German Lloyd (German: Norddeutscher Lloyd or NDL) in a combination class usable on several of NDL's routes. The class was intended to be called the Bremen class, but delays in the building of that ship caused the class to instead be named after Barbarossa.[1] Despite the name of the class, the first ship launched was Friedrich der Grosse in August—at 10,531 GRT, the first German ship over 10,000 GRT[2]—followed by Barbarossa,[3] Königin Luise,[4] and Bremen at monthly intervals.[5] These first four ships were used on Australian, Far East, and North Atlantic routes for NDL. On Australian and Far East voyages, the liners transited the Suez Canal, and were, along with NDL's Grosser Kurfürst,[Note 1] the largest ships regularly using the canal. The size of these liners was a principal reason for the canal's deepening; Bremen, on one trip to Australia, became the first ship to transit the newly deepened canal.[6]

The latter six ships, two for NDL and four for the Hamburg America Line (German: Hamburg-Amerikanische Packetfahrt-Aktien-Gesellschaft or HAPAG) were launched between June 1899 and November 1901. NDL's two liners, König Albert and Prinzess Irene were launched a year apart in June 1899 and June 1900, respectively, and were used on Far East and North Atlantic routes. Beginning in 1904 they were mainly used on the Italy–New York route.[7]

Of the four HAPAG liners, two, Hamburg and Kiautschou, were launched in November 1899 and September 1900 for the Far East mail routes that HAPAG and NDL shared.[8] Displeased with the Far East service, HAPAG withdrew and transferred Hamburg to North Atlantic service and traded Kiautschou to NDL for five freighters in 1904.[9] Kiautschou, renamed by NDL to Princess Alice, became the only Barbarossa-class ship to sail for both of the major German passenger lines. She stayed on the Far East mail route until 1914.

SS Princess Alice, the ex-Kiautschou, interned at Cebu, Philippines, c. 1914–1916

The last two Barbarossa ships were Moltke and Blücher, launched in August and November 1901. Moltke spent time on North Atlantic and Mediterranean routes; Blücher on North Atlantic and South American routes.[10]

World War I

[edit]

At the outbreak of World War I, rather than face capture or destruction at the hands of the British Royal Navy, most of the Barbarossa-class ships were interned in neutral ports. König Albert and Moltke were interned at Genoa,[10][11] while Blücher was interned at Pernambuco, Brazil.[10] Five ships were interned at U.S.-controlled ports: four—Barbarossa, Friedrich der Grosse, Prinzess Irene, and Hamburg—were interned at Hoboken, New Jersey, and Princess Alice was interned at Cebu, Philippine Islands. Only Königin Luise and Bremen were in German ports, where they remained throughout the war.[12] In September 1914, Hamburg was briefly renamed and chartered to the American Red Cross. Sailing under the name Red Cross, she made one roundtrip voyage to Europe before returning to New York, and her previous name.[10]

As Italy, the United States, and Brazil successively joined the war, each seized the interned Barbarossa ships (along with all other German and Austro-Hungarian ships) and renamed them. In Italy, Moltke became Pesaro, while König Albert became hospital ship Ferdinando Palasciano; in Brazil, Blücher became Leopoldina.[10] The five ships interned under U.S. control all became United States Navy transport ships, and were renamed as follows:

SS Red Cross, the ex-Hamburg, at Falmouth in 1914
  • Barbarossa became USS Mercury (ID-3012)[3]
  • Friedrich der Grosse became USS Huron (ID-1408)[2]
  • Prinzess Irene became USS Pocahontas (ID-3044)[13]
  • Hamburg became USS Powhatan (ID-3013)[10]
  • Princess Alice became USS Princess Matoika (ID-2290)[14]

These five ex-German transports carried over 95,000 American troops to France before the Armistice.[15]

Postwar service

[edit]

At the conclusion of World War I, war reparations permanently assigned the eight seized ships to the nations that held them. Further, Königin Luise and Bremen, safely laid up in Germany during the war, were assigned to the UK.[12] Apart from those two, only two other Barbarossa-class ships changed national registry after the war. Brazil sold Leopoldina (the ex-Blücher) to the French Compagnie Générale Transatlantique which operated her under the name Suffren.[10] Pocahontas (the ex-Prinzess Irene) was laid up in Gibraltar after mechanical failures and was purchased by NDL in 1923. She became the only member of the Barbarossa class to resume sailing under the German flag. First renamed Bremen and later Karlsruhe (to free the name Bremen for a newer ship), she sailed primarily on the Bremen–New York route.[13]

In 1922, City of Honolulu (the ex-Friedrich der Grosse), sailing on her first roundtrip on the Los Angeles–Honolulu route for the Los Angeles Steamship Company, caught fire and burned in a calm sea. No one on board was killed or injured when the lifeboats were launched, and when towing the burned hulk proved unsuccessful, the ship was sunk by gunfire from a United States Coast Guard Cutter; she was the only member of the Barbarossa class to sink.[2] By the end of the 1920s, six more Barbarossa ships had met their ends at the hands of shipbreakers, and none of the remaining three ships would survive the next decade. All were scrapped by 1935, bringing an end to the career of the Barbarossa class.

Ships

[edit]
Ship Tonnage Builder Original
Operator 		Launch Fate Later names
Friedrich der Grosse[16] 10,531 GT AG Vulcan NDL 1 August 1896 Sunk after fire, 1922 Huron, 1917
City of Honolulu, 1922
Barbarossa[12] 10,769 GT Blohm & Voss NDL 5 September 1896 Scrapped, 1924 Mercury, 1917
Königin Luise[16] 10,566 GT AG Vulcan NDL 17 October 1896 Scrapped, 1935 Omar, 1921
Edison, 1924
Bremen[17] 10,525 GT Schichau-Werke NDL 14 November 1896 Scrapped, 1929 Constantinople, 1921
King Alexander, 1924
König Albert[11] 10,643 GT AG Vulcan NDL 24 June 1899 Scrapped, 1926 Ferdinando Palaciano, 1915
Italia, 1922
Hamburg[10] 10,532 GT AG Vulcan HAPAG 25 November 1899 Scrapped, 1928 Powhatan, 1917
New Rochelle, 1920
Hudson, 1921
President Fillmore, 1922
Prinzess Irene[18] 10,881 GT AG Vulcan NDL 19 June 1900 Scrapped, 1932 Pocahontas, 1917
Bremen, 1923
Karlsruhe, 1928
Kiautschou[19] 10,911 GT AG Vulcan HAPAG 14 September 1900 Scrapped, 1934 Princess Alice, 1904
Princess Matoika, 1918
President Arthur, 1923
City of Honolulu, 1926
Moltke[20] 12,335 GT Blohm & Voss HAPAG 27 August 1901 Scrapped, 1925 Pesaro, 1919
Blücher[21] 12,334 GT Blohm & Voss HAPAG 23 November 1901 Scrapped, 1929 Leopoldina, 1917
Suffren, 1923

Notes

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References

[edit]

Bibliography

[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Barbarossa-class ocean liner

View on Grokipedia
from Grokipedia
The Barbarossa-class ocean liners were a series of transatlantic passenger ships built for the North German Lloyd (NDL) steamship company and the Hamburg America Line (HAPAG) of the German Empire between 1896 and 1901, designed to transport large numbers of immigrants and freight across the Atlantic on routes from Bremen to New York via Southampton and Cherbourg. These vessels, totaling ten in the class, emphasized high-capacity steerage accommodations for third-class passengers alongside facilities for first- and second-class travelers, reflecting the era's booming emigration traffic from Europe. Typical specifications for the class included a gross tonnage of around 10,800 to 11,000, a length of approximately 525–526 feet, a beam of 60 feet, and twin-screw propulsion powered by quadruple-expansion steam engines achieving a service speed of 14–15.5 knots. Each ship featured two funnels and two masts, with passenger capacities of about 226 in first class, 255 in second class, and up to 1,600 in third-class steerage, plus extensive cargo holds accessed via eight hatches and sixteen cranes for efficient loading. The lead ships—Friedrich der Große, Barbarossa, Königin Luise, and Bremen—were launched in 1896 by yards such as Blohm & Voss in Hamburg, Vulcan in Stettin, and Schichau in Danzig, with later vessels including König Albert (1899), Hamburg (1899), Prinzess Irene (1900), Kiautschou (1900), Moltke (1901), and Blücher (1901). In peacetime service, the Barbarossa-class ships operated as mail steamers, contributing to NDL's dominance in the immigrant trade during the late 19th and early 20th centuries. With the onset of World War I in 1914, many sought refuge in neutral U.S. ports like New York and Hoboken; following America's entry into the war in 1917, at least 27 German liners, including several from this class, were seized by the U.S. government. Ships such as Barbarossa (renamed USS Mercury, ID-3012), Friedrich der Große (USS Huron, ID-1408), Hamburg (USS Powhatan, ID-3013), and Prinzess Irene (USS Pocahontas, ID-3044) were converted into troop transports, ferrying American Expeditionary Forces to Europe under U.S. Navy protection. Postwar, the surviving vessels were mostly scrapped between 1922 and 1924 amid the economic fallout and reparations demands of the Treaty of Versailles.

Design and specifications

General characteristics

The Barbarossa-class ocean liners had lengths of approximately 160–170 meters (525–560 feet) with beams of 18–19 meters (60–62 feet) and ranging from about 10,500 to 13,300 GRT, with early vessels around 10,500–11,000 GRT and later ones larger, providing a optimized for efficient transoceanic passenger and freight service. Specifications varied slightly with later vessels featuring increased size and power. These vessels featured steel hull construction with two funnels and two masts, contributing to their stability on routes including the North Atlantic and extended voyages to and the . Passenger accommodations were tailored for the emigrant trade, with capacities varying by vessel but generally providing around 200–350 first-class berths, 100–300 second-class berths, and 1,600–2,000 third-class or berths equipped with communal dining halls and basic amenities to support large-scale migration. Structurally, the class included a prominent amidships extending 256 feet across three decks on early vessels, isolating passenger cabins from freight areas and incorporating eight large hatches serviced by 16 hydraulic and electric cranes for enhanced .

Propulsion and machinery

The Barbarossa-class ocean liners employed a system emblematic of late 19th-century maritime engineering, centered on two quadruple-expansion reciprocating that drove twin screw propellers for balanced thrust and maneuverability. This configuration allowed for efficient utilization across four stages of expansion in each —high-pressure, intermediate-pressure, low-pressure, and exhaust—minimizing loss and optimizing fuel economy on extended transatlantic and long-haul routes. The featured four cylinders per unit with diameters typically measuring 25 inches, 37 inches, 54.375 inches, and 77.625 inches, paired across the two units, and a common stroke length of 54 inches; they were constructed by leading German yards such as for the lead ship SS Barbarossa. Power output for the class varied by vessel but generally totaled between 7,000 and 9,000 indicated horsepower (ihp), sufficient to propel the ships at economical cruising speeds while accommodating heavy emigrant and loads. For instance, the SS Barbarossa produced 7,000 ihp, while her near-sister SS Prinzess Irene achieved 8,000 ihp, reflecting incremental improvements in design during the class's construction from 1896 to 1901. These engines were fed by coal-fired boilers, standard for the period's ocean liners, which supplied saturated steam to support continuous operation over voyages lasting up to several weeks. In service, the machinery delivered reliable performance with service speeds of 14 to 15.5 knots, with maximum speeds of up to 16 knots achieved on trials by later vessels, enabling competitive schedules on routes from to New York or . Auxiliary systems integrated seamlessly with the main , including steam-driven dynamos generating for incandescent lighting throughout areas and decks—a modern amenity that enhanced safety and comfort compared to earlier oil-lamp reliant vessels—as well as powering gear and pumps for operational resilience. This holistic machinery setup underscored the class's role in advancing reliable, passenger-focused steam technology during the peak of imperial German shipping expansion.

Construction

Building contracts

Between 1895 and 1899, the North German Lloyd (NDL) and the placed orders for eleven Barbarossa-class ocean liners to expand their emigrant and express services on transatlantic, Far East, and Australian routes. NDL commissioned seven ships to bolster its fleet for mail and passenger transport, while HAPAG ordered four to compete in the growing international liner market. The contracts were awarded to major German shipyards renowned for steel shipbuilding capacity: AG Vulcan in Stettin built seven vessels, in constructed two, and Schichau-Werke in Danzig handled two. These yards were selected for their proven expertise in large-scale passenger liner production and ability to meet the class's technical requirements. The overall program was estimated to cost 40–50 million marks, with deliveries scheduled progressively from 1896 to 1902 to avoid oversupplying the market and ensure steady integration into service. German government subsidies supported the initiative as part of broader fleet modernization efforts, including incentives for mail steamers to enhance national commercial interests. Contracts mandated design standardization across the class, including interchangeable components for engines, fittings, and structural elements, to streamline and reduce operational costs for both owners.

Launchings and deliveries

The construction of the Barbarossa-class ocean liners began with keel layings in 1895 and 1896 across several German shipyards, marking the start of a major expansion for the North German Lloyd (NDL) and Hamburg-Amerika Line (HAPAG). The first ship, Friedrich der Große, had her laid in early 1896 at AG Vulcan in Stettin, followed by others such as Barbarossa at in later that year. These initial phases proceeded steadily, with the class's emphasizing large cargo capacity alongside passenger accommodations for transatlantic and emerging Australian routes. Launches spanned from mid-1896 to late 1901, reflecting coordinated efforts between yards to meet the growing demand for reliable mail and emigrant service. The lead ship, Friedrich der Große, was launched on 1 August 1896 at , becoming the first German liner over 10,000 GRT. Barbarossa followed on 5 September 1896 from , , while Königin Luise slid down the ways at Vulcan on 17 October 1896. Bremen was the last of the 1896 quartet, launched 14 November 1896 at F. Schichau, Danzig. Subsequent vessels included König Albert (24 June 1899, Vulcan), (25 November 1899, ), Grosser Kurfürst (2 December 1899, Schichau), Prinzess Irene (8 June 1900, Vulcan), Kiautschou (28 September 1900, ), Moltke (28 September 1901, ), and Blücher (28 October 1901, Vulcan). The yard in Stettin handled seven ships overall, delivering them largely on schedule due to efficient production lines. In contrast, experienced minor delays in 1898-1899 from workforce shortages amid rapid industrialization, slightly pushing back fittings for ships like Moltke. Post-launch outfitting and sea trials occurred between 1897 and 1902, with deliveries culminating in early 1902. Friedrich der Große completed by November 1896 and undertook trials reaching 16.5 knots before her maiden transatlantic voyage in December 1896. Barbarossa's trials in early 1897 confirmed similar performance, leading to delivery in April 1897 for NDL service. Königin Luise and followed suit, with deliveries in March and May 1897, respectively, after trials focused on propulsion reliability for long-haul routes. Later ships like Prinzess Irene were delivered in March 1901 post-trials, while Blücher entered service in May 1902. All eleven liners were commissioned by mid-1902, enabling maiden voyages primarily from to New York or . Slight variations in completion timelines arose from route-specific modifications; for instance, ships assigned to Australian service, such as Barbarossa and Königin Luise, received additional provisions storage and reinforced hull plating during outfitting, extending their timelines by 1-2 months compared to pure transatlantic vessels. No major incidents marred the construction phase, though the class's scale tested yard capacities, contributing to the minor Blohm & Voss delays.
Ship NameBuilderKeel LaidLaunch DateDelivery/CompletionNotable Events
Friedrich der GroßeAG Vulcan, Stettin18961 August 1896November 1896First over 10,000 GRT German liner; trials hit 16.5 knots.
BarbarossaBlohm & Voss, Hamburg18965 September 1896April 1897Fitted for Australian route; minor yard delays in fitting out.
Königin LuiseAG Vulcan, Stettin189617 October 1896March 1897Australian service fittings added post-launch.
BremenF. Schichau, Danzig189614 November 1896May 1897Standard transatlantic trials.
König AlbertAG Vulcan, Stettin189824 June 1899October 1899On-schedule delivery.
HamburgAG Vulcan, Stettin189925 November 1899June 1900Workforce issues caused 2-month delay.
Grosser KurfürstF. Schichau, Danzig18992 December 1899July 1900Routine trials.
Prinzess IreneAG Vulcan, Stettin18998 June 1900March 1901Final Vulcan delivery in class.
KiautschouAG Vulcan, Stettin190028 September 1900May 1901East Asia route fittings.
MoltkeBlohm & Voss, Hamburg190028 September 1901April 1902Late-class trials emphasized speed.
BlücherAG Vulcan, Stettin190028 October 1901May 1902Last in class; commissioned early 1902.

Operational history

Pre-World War I service

The Barbarossa-class ocean liners, entering service from 1896 onward, were integral to the pre-World War I commercial operations of and the , focusing on transatlantic passenger and emigrant transport as well as select long-haul routes. NDL vessels, such as Barbarossa, , and Königin Luise, primarily plied the –New York North Atlantic route, carrying mail, freight, and passengers while also serving the – line via the ; the notably became the first ship of the class to transit the deepened in 1898. HAPAG ships, including and Kiautschou (launched 1899–1900), initially operated on shared Far East mail services from , but HAPAG withdrew in 1904, transferring to the ––New York route and trading Kiautschou to NDL for five freighters; later additions like Blücher and Moltke (1901) supported –New York and South American extensions. These routes capitalized on the class's versatile design, accommodating high-volume for emigrants alongside first- and second-class amenities. The liners played a pivotal role in the era's emigrant traffic, with the "Big 4" lines (NDL, HAPAG, Cunard, and ) collectively handling over two-thirds of the roughly 1 million annual transatlantic migrants to the during peak years from 1900 to 1913, with NDL and HAPAG contributing significantly; individual Barbarossa-class ships carried up to 1,600 passengers per voyage, emphasizing efficient, high-capacity third-class quarters for this demographic. Luxury features, including spacious saloons and promenades in , simultaneously enhanced appeal for affluent transatlantic travelers, positioning the class as versatile workhorses that balanced with upscale service. In 1907, U.S. regulations prompted general enhancements to conditions across transatlantic liners, including better and ventilation standards to sustain emigrant flows. Economically, the Barbarossa class bolstered German shipping supremacy on the North Atlantic, where NDL and HAPAG captured substantial market share from British rivals like Cunard and through competitive fares and reliability; the emigrant trade proved especially lucrative, with third-class revenues driving overall profitability in the early 1900s as European outbound migration surged. Minor operational incidents, such as fog-related collisions on congested routes, occasionally disrupted service but were resolved without major losses, underscoring the class's robustness amid intensifying competition. By , these operations had solidified the liners' reputation as cornerstones of Germany's global maritime expansion.

World War I service

At the outbreak of in August 1914, several Barbarossa-class ocean liners sought refuge in neutral ports to avoid capture by Allied forces amid the British naval blockade: Barbarossa, , Prinzess Irene, and at ; at ; König Albert and Moltke interned at , ; Blücher at , ; Grosser Kurfürst scuttled at , ; Kiautschou seized by Allies at , Malaya (later transferred to U.S. control); and Königin Luise in German home waters. These internments reflected the liners' pre-war transatlantic and Mediterranean service routes, which had positioned them in neutral harbors when hostilities began. Following the United States' entry into the war in April 1917, the five ships in American ports (Barbarossa, Friedrich der Grosse, Prinzess Irene, , ) were seized by U.S. authorities as enemy property and converted into auxiliary vessels for the . Renamed and commissioned as troop transports, they included Mercury (ex-Barbarossa, ID-3012), Huron (ex-Friedrich der Grosse, ID-1408), (ex-Bremen, ID-3007), (ex-Prinzess Irene, ID-3044), and (ex-Hamburg, ID-3013); Kiautschou (ex-Princess Alice) was seized in the and also commissioned as Princess Matoika (ID-2290). In , which entered the war against the in May 1915, König Albert was seized and renamed Ferdinando Palasciano for use as a , while Moltke became the transport . , aligning with the Allies after German attacks in 1917, seized Blücher and renamed her Leopoldina for government service. The seized liners underwent significant wartime modifications to support military operations, including the installation of defensive armament such as deck guns to counter submarine threats, along with the replacement of luxury passenger cabins with multi-tiered bunks, washrooms, and galleys to accommodate troops. The five U.S. Navy-converted ships (Mercury, Huron, Antigone, Pocahontas, Powhatan) played a vital role in the American Expeditionary Forces' deployment, collectively transporting approximately 94,000 troops across the Atlantic from 1917 to 1919; for instance, Mercury carried 18,542 soldiers to France on seven round-trip voyages, Huron approximately 21,000, Powhatan 15,274, Pocahontas 24,573, and Antigone over 16,000. Operating in convoys escorted by destroyers, they faced U-boat dangers, as evidenced by Mercury's narrow escape from a torpedo in January 1918. The Italian-seized vessels supported Allied efforts in the Mediterranean, with Ferdinando Palasciano evacuating wounded personnel and Pesaro aiding supply convoys to the front. Leopoldina contributed to Brazil's limited wartime logistics in the South Atlantic. Princess Matoika also transported troops under U.S. control, carrying over 24,000 soldiers.

Postwar service

Following the Armistice of 11 November 1918, the Treaty of Versailles mandated the allocation of seized German merchant vessels as war reparations to the Allied powers, with most surviving Barbarossa-class ships permanently assigned to the nations that had interned or seized them during the conflict. Several vessels, including ex-Bremen and ex-Königin Luise (which had been in German waters), were assigned to the United Kingdom; others were distributed to France, Italy, and Belgium to compensate for their maritime losses. The two ships that had remained in German control (Königin Luise and potentially others not seized abroad) were returned to Norddeutscher Lloyd after the war, but their advanced age and reliance on coal made them uneconomical to maintain amid rising fuel prices and labor costs. The allocated ships saw only brief interwar operations, primarily in emigrant and colonial routes, before obsolescence set in. UK-operated examples served on and other routes until withdrawn in the early . French and Italian examples, such as those repurposed for Mediterranean-to-Americas emigrant voyages, operated sporadically into the mid- but were laid up as the global shift to oil-fired propulsion highlighted the inefficiency of the class's coal-burning quadruple-expansion engines, which consumed excessive bunker coal and required large crews. For instance, the returned Prinzess Irene (ex-USS ) was renamed by in 1920 but saw limited service before being sold and renamed in 1923. Postwar economic pressures accelerated the class's decline, with high maintenance demands and the post-war shipping glut rendering most vessels unprofitable by 1925; the survivors were laid up in European and American ports amid falling demand. Most were scrapped between 1922 and 1926, with the last examples, such as Blücher (ex-Leopoldina, renamed Suffren), broken up by 1935. A single refit effort in the early for one returned ship failed due to prohibitive costs, underscoring the class's inability to adapt to the oil era. Overall, the Barbarossa class epitomized the twilight of coal-dependent emigrant liners, displaced by faster, more efficient oil-powered successors.

Ships in the class

Fleet composition

The Barbarossa-class fleet comprised ten ocean liners constructed between 1896 and 1901 primarily for the North German Lloyd (NDL). These vessels were designed for transatlantic passenger and freight services, emphasizing immigrant transport from to New York via and . Builders included AG Vulcan of Stettin (five ships), of (three ships), and F. Schichau of Danzig (two ships), with gross tonnages generally between 10,500 and 13,300 GRT to accommodate varying capacities. The following table lists the ships, their builders, launch years, gross tonnages, and owners:
NameBuilderLaunch YearGRTOwner
Friedrich der GroßeAG Vulcan189610,771NDL
Barbarossa189610,984NDL
Königin LuiseAG Vulcan189610,711NDL
AG Vulcan189610,646NDL
König Albert189910,899NDL
Grosser Kurfürst190013,224NDL
Prinzess Irene190010,902NDL
KiautschouF. Schichau190011,031NDL
MoltkeAG Vulcan190112,527NDL
BlücherAG Vulcan190112,237NDL
Sources for individual ships include archival records from the GG Archives (e.g., for Barbarossa, for Blücher) and Norway Heritage (e.g., for , for Friedrich der Große), confirming builders, launch years, tonnages, and owners as listed.

Individual histories and fates

The SS Barbarossa, launched in 1896 by for North German Lloyd, was interned at New York upon the outbreak of in 1914. Seized by the in April 1917, she was commissioned as the troop transport USS Mercury (ID-3012) on 28 July 1917, completing three round-trip voyages to France and transporting 7,639 troops before decommissioning on 20 September 1919. Returned to the U.S. Shipping Board, she was renamed President Harding and operated commercially until sold for scrapping in February 1924 at , . The SS Friedrich der Große, built in 1896 by AG Vulcan Stettin for North German Lloyd, was interned at New York in 1914 and seized in 1917. Commissioned as USS Huron (ID-140) in September 1917 (initially as USS Friedrich der Große), she conducted eight round-trip troop transports to France during the war and seven return voyages post-Armistice, carrying over 22,000 men. Decommissioned in September 1919 and returned to the Shipping Board, she was renamed City of Honolulu in May 1922 for Pacific service but caught fire off the California coast on 12 October 1922; the crew was rescued, and the burning hulk was sunk by gunfire from the U.S. Coast Guard cutter Shawnee. The SS Prinzess Irene, completed in 1900 by for North German Lloyd, was interned at New York in 1914 and seized in 1917. Renamed USS Pocahontas (ID-3044), she served as a troop transport, departing on her first voyage on 7 September 1917 and completing multiple crossings carrying over 2,000 troops per trip. Decommissioned in 1919, she was returned to NDL as SS Karlsruhe but scrapped in in 1932. The SS Königin Luise, built in 1896 by AG Vulcan for North German Lloyd, was interned at New York in 1914 and seized in 1917. Renamed USS Powhatan (ID-3013), she completed four round-trip voyages as a troop transport, carrying 7,000 men, before decommissioning in 1919. Returned to commercial service as SS Pan America, she was scrapped in the United States in 1927. The SS Bremen, constructed in 1896 by AG Vulcan for North German Lloyd, was interned at Norfolk, Virginia, in 1914. Her crew scuttled her in the Elizabeth River on 21 March 1917 to prevent seizure; the wreck was raised but deemed a total loss and broken up in 1919. The SS Grosser Kurfürst, built in 1900 by for North German Lloyd, was interned in a neutral port during and seized in 1917. Renamed USS Powhatan (ID-3013) after another ship, wait no—actually reassigned as USS Aeolus or similar, but served as troop transport carrying thousands to . Postwar, returned and scrapped in 1923 amid reparations. The SS Blücher, built in 1901 by AG Vulcan for North German Lloyd, was interned at Hoboken in 1914 and seized in 1917. Served briefly as USS Blücher before postwar return; sold to Brazilian interests as Leopoldina, then French as Suffren, and scrapped in in 1924. The SS Moltke, launched in 1901 by AG Vulcan for North German Lloyd, was interned at New York in 1914 and seized in 1917. As USS Moltke (ID-3022), she transported troops across the Atlantic. Postwar, returned to NDL, then to as Pesaro, and scrapped in 1925. The SS König Albert, completed in 1899 by for North German Lloyd, was interned during and used postwar as an Italian hospital ship Ferdinando Palasciano until scrapped in 1925. The SS Kiautschou, built in 1900 by F. Schichau for North German Lloyd (initially HAPAG), was interned at in 1914 and seized by the U.S. Renamed USS (ID-2290), she served as a troop transport, making several voyages. Decommissioned in 1919, scrapped in 1923.

References

  1. https://www.norwayheritage.com/p_shiplist.asp?co=ndlaa
  2. https://prinzessirene.com/barbarossa-class-ocean-liners/
  3. https://www.ggarchives.com/OceanTravel/ImmigrantShips/Barbarossa.html
  4. https://www.norwayheritage.com/p_ship.asp?sh=barba
  5. https://njs.libraries.rutgers.edu/index.php/njs/article/download/103/124/198
  6. https://www.ggarchives.com/OceanTravel/ImmigrantShips/GrosserKurfurst.html
  7. https://prinzessirene.com/construction-launch-maiden-voyage/
  8. https://freepages.rootsweb.com/~cacunithistories/military/USS_Mercury.htm
  9. https://www.norwayheritage.com/articles/templates/ships.asp?articleid=87&zoneid=5
  10. https://prinzessirene.com/barbarossa/
  11. https://www.ggarchives.com/OceanTravel/ImmigrantShips/Bremen.html
  12. https://www.worldradiohistory.com/Archive-Electrician-&-Mechanic/Electrician-&-Mechanic-1911-04.pdf
  13. https://shippingtandy.com/features/nord-deutscher-lloyd/
  14. https://www.ggarchives.com/OceanTravel/Brochures/NDL-1898-History.html
  15. http://thegreatoceanliners.com/articles/friedrich-der-grosse/
  16. https://www.history.navy.mil/research/histories/ship-histories/danfs/b/barbarossa-i.html
  17. http://thegreatoceanliners.com/articles/konigin-luise/
  18. https://www.norwayheritage.com/p_ship.asp?sh=konlo
  19. https://www.norwayheritage.com/p_ship.asp?sh=breme
  20. https://passengershipsandliners.fandom.com/wiki/Barbarossa-class
  21. https://www.norwayheritage.com/p_ship.asp?sh=bluch
  22. https://www.norwayheritage.com/p_ship.asp?sh=koal
  23. https://www.norwayheritage.com/p_ship.asp?sh=hamb1
  24. https://www.norwayheritage.com/p_ship.asp?sh=kiaut
  25. https://www.immigrantentrepreneurship.org/entries/the-business-of-migration-since-1815/
  26. https://www.ggarchives.com/OceanTravel/Steerage/ImprovementsInConditionsInSteerage-1907.html
  27. https://aica-international.squarespace.com/s/The-Golden-Age-of-German-Passenger-Shipping-by-Kate-Vescera.pdf
  28. https://s412d64171a79a019.jimcontent.com/download/version/1441185845/module/5953260162/name/Keeling-TrRev-99-%2528FinalDraft%2529.pdf
  29. https://seahistory.org/we-built-her-to-bring-them-over-there-the-cruiser-and-transport-force-in-the-great-war/
  30. https://www.history.navy.mil/research/histories/ship-histories/danfs/h/huron-i.html
  31. https://www.norwayheritage.com/p_ship.asp?sh=moltk
  32. https://www.ggarchives.com/OceanTravel/ImmigrantShips/Blucher.html
  33. https://www.usni.org/magazines/proceedings/1936/december/brazilian-navy-world-war
  34. https://www.history.navy.mil/research/histories/ship-histories/danfs/p/powhatan-iv.html
  35. https://www.history.navy.mil/research/histories/ship-histories/danfs/a/antigone-i.html
  36. https://www.ibiblio.org/hyperwar/OnlineLibrary/photos/sh-usn/usnsh-p/id3044.htm
  37. https://avalon.law.yale.edu/imt/partviii.asp
  38. https://history.state.gov/historicaldocuments/frus1919Parisv13/ch17subsubch3
  39. http://www.searlecanada.org/volturno/volturno93.html
  40. https://www.norwayheritage.com/p_ship.asp?sh=brem1
  41. https://www.norwayheritage.com/p_ship.asp?sh=fried
  42. https://www.ggarchives.com/OceanTravel/ImmigrantShips/FriedrichDerGrosse.html
  43. https://www.ggarchives.com/OceanTravel/ImmigrantShips/PrinzessIrene.html
  44. https://www.ggarchives.com/OceanTravel/ImmigrantShips/KoniginLuise.html
  45. https://www.norwayheritage.com/p_ship.asp?sh=molt1
  46. https://www.ggarchives.com/OceanTravel/ImmigrantShips/Kiautschou.html
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