The “French Line” S.S. Île de France - Part Two

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Please Note: All ssMaritime and other related maritime sites are 100% non-commercial and privately owned, thus ssmaritime is NOT associated with any shipping company or any other organisation! Although the author has worked and been involved in the passenger shipping industry for well over 60 years, but due to his old age and poor health, he was forced to retire. Yet, he has completed well over 1,435 Classic Liners, Passenger-Cargo Liners as well as humble converted C3 converted Migrant Liners, which has transported countless thousands folk to the new world, as well on vacations’. I trust the features online will continue to provide Classic Liner and Ship enthusiasts both the information they are seeking, but more so provide a great deal of pleasure and relive many happy memories!

S.S. Île de France is seen after her post war refit with two funnels instead of her original three

Please Note: Postcards, photographs & other images are either from the author’s private collection or from my supporters.

Thus a very special thank you to three very special ssmaritime supporters for sending me their wonderful

photographs & images for I could not have completed this feature to this point.

Gerrit de Weerd (NL), David Dougherty (US) and Jean-Piere Crozier (FR).

I am sorry but some of the images shown may not be of the highest quality, but they are the best that were available

The official logo of “Compagnie Générale Transatlantique” also known as the “French Line”

Page Two

A Brief Introduction:

If you have arrived at this S.S. Île de France, you may need to read her early history first and view photographs of her public venues in all of her three Classes as well as her specifications and details and several links to Video’s of her.

You may either enter Page One Here or use the link to Page One at the bottom of this page.

World War Two:

Three “French Line” ships sailed on and proved they could continue to be a huge success, but sadly this was not to last, for two events would arrive and conclude the French Line’s ships of luxury and style as well as forthcoming losses.

The first event happened on April 18, 1939, when the magnificent and palatial S.S. Paris was destroyed by fire whilst she was docked at Le Havre, France. But then came the second event and that was on September 1, 1939 when Nazi Germany invaded Poland, which commenced World War Two, and sadly it abruptly ended civilian (as opposed to military) Trans-Atlantic traffic.

The S.S. Île de France was the very last civilian ship to leave France before the outbreak of the war. She departed from Le Havre on the morning of September 3, 1939, just hours before France and the United Kingdom declared war on Germany. On this voyage the “Île de France” had some 1,777 passengers on board, being 400 more than her usual capacity. Most passengers were American, as they had been tourists who were eager to leave France and Europe before the war actually broke out. During this voyage, the passengers were somehow slightly inconvenienced by the overcrowded conditions, but also their activities had to be limited due to the ship having to sail with her lights close to be extinguished, and thanks to this safety precaution she arrived at her destination completely unharmed. The truth is that sadly many other ships were not as fortunate as the “Île de France”. The sad fact was, when she arrived in New York on September 9, and whilst she was crossing the Atlantic, some 16 ships had been sunk by German torpedoes, mines, or by cannon fire. Thus her passengers were extremely grateful to the French Line!

Having berthed at her New York’s pier 57, it soon became obvious that her career as a passenger liner was at an end for the time being. As the French Line was far from anxious to see her return home to France.

“Île de France” was moved and was then laid up at Pier 88, and on the other side of the pier (to her portside) was the French Line’s newest flagship; the 1935 completed liner of 83,423 GRT, S.S. Normandie, and berthed at the next two piers were two Cunard liners; the 80,774 GRT, “Queen Mary” of 1936, and the 45,647 GRT, “Aquitania” of 1914, as well as the Italian line’s 51,063 GRT, “Rex” of 1932.

Having been at her berth for a short time, “Île de France” was towed to Staten Island by ten tugs and she was laid up there after there had been a massive dredging operation, costing US$30,000 in order to allow her to be berthed there. Her crew of 800 men and women left the ship and there would only be a security staff of 100 men on board. She remained inoperative for a good five months.

Requisitioned by the British Admiralty:

In March 1940, the “Île de France” was officially requisitioned by the British Admiralty, for the French Line had loaned the ship to England in order to be used for war duties. She departed New York on May 1, and headed for Europe, after which she sailed to Singapore.

Sadly when France had been invaded by the Germans, she was formally taken over by the British Government and she was sent back to New York where she entered the “Todd Shipyards” where she was refitted into a troopship and given armament.

Some of her peacetime interiors were removed to make room to accommodate 9,706 berths for troops who would now be crammed into her once magnificent Art Deco cabins, while all the designer vases and statues throughout her vast interior spaces were removed, and holds that would not be used for hammock berths, was loaded with 12,000 tons of war materials and she would also transport, tanks, ammunitions, including shells, submarine oil, and several unassembled bombers that were stowed up on the aft open decks.

H.M.T. Île de France departed in tandem with the Holland America Line’s S.S. Nieuw Amsterdam, and the Cunard Lines S.S. Mauretania (2) and these three liners would transport troops and supplies between Cape Town and the Suez.

Here we see the just completed Troopship H.M.T. Île de France

Note the gun placement on her foc’sle and one high up aft of Sun Deck

Trooping Voyages:

Bill Munson Service No: WX232 a member of the “Australian Imperial Force” serving in the ‘Signals Core’ boarded the “Île De France” at an Australian port in 1941 and he and his regiment were transported to the Middle East.

Later in 1941 she returned to New York and made several crossings from the northeast as a troopship.

The 2/14^th Infantry Battalion boarded the “Ile de France” in Tripoli, and on January 30, 1942 she headed for India, where they were transferred to other ships bound for Australia.

Boarding details for the above: She sailed from Kantara, Egypt on January 30, 1942, arriving at Bombay soldiers disembarked on February 6, all troops were transferred on February 9, to the following ships; S.S. Kosciusko, S.S. Madras City or S.S. City of Paris and they headed for Adelaide, Australia arriving on March 23, 1942.

Later in August, 1942, the “Île de France” was tied up alongside the ‘Charl Malan Quay’ in Port Elizabeth, South Africa. She had been escorted part of the way by various RAF squadrons based on the West Coast of Africa, including No.204 Squadron on June 13, 1942.

During one of her visits to the city she was subjected to one of the worst events to befall this magnificent liner, for her luxurious furniture, chandeliers, carpets and her finest fittings, thus all the evidence of her former super Deluxe fittings, as well as hundreds of square feet of fine rare timbers and marble panelling, were ruthlessly torn out and flung on the quayside where much of it was destroyed. This woeful event was described by France later; “She was gutted just like a raw herring”.

Then a small party of workmen came on board and fitted out (the once luxury liner) as a floating Prisoner of War Camp, there were festoons of barbed wire sprouting from her decks, disfiguring her once graceful lines. The “Île de France” had been prepared and commenced to transport German POW’s from North Africa.

On October, 1942, “Île de France” was escorted by aircraft of the South African Air Force back to Port Elizabeth. Whilst there, it had been decided in England to convert her into a troopship, and further extensive alterations were made being the largest ever undertaken at Port Elizabeth, her refit was completed in January 1943.

Operation Pamphlet:

Convoy Pamphlet was a World War II convoy operation conducted during January and February 1943 to transport the 9^th Australian Division home to Australia from Egypt.

The 9^th Division was assembled near Massawa, Eritrea, and they embarked on January 24, 1943 and the convoy of ships began their voyage across the Indian Ocean on February 4. They refuelled at Addu Atoll, and arrived safely at the Western Australian port of Fremantle on February 18. Four transports continued to the Australian East coast, one arriving at Melbourne on February 25, and the remainder arriving at Sydney on February 27.

The convoy involved five transports, which were protected from Japanese warships by a number of Allied naval task forces during the voyage across the Indian Ocean and along the Australian coast. No contact was made between Allied and Japanese ships, and the division arrived safely in Australia with no losses from enemy action.

The operation came after the British and United States governments agreed to an Australian government request that the 9^th Division be returned home and thus ended the role of the Second Australian Imperial Force in the Western Desert Campaign. This followed a lengthy debate between the respective national leaders, with Winston Churchill and Franklin D. Roosevelt attempting to convince the Australian Prime Minister John Curtin to withdraw his request until the Allied victory in North Africa was complete. Curtin was unwilling to delay, as he and the Allied military leaders in the South West Pacific believed that the veteran division was needed to bolster the forces for offensive operations in New Guinea.

After their return to Australia, the division made a vital contribution to operations in New Guinea in late 1943.

“Île de France” and the “Aquitania” seen underway as troopships

(taken during Operation Pamphlet in 1943)

From 1943 until she would be decommissioned in 1945, she had mostly a French crew, but she now was under the management of the Cunard Line.

H.M.T. Île de France is beginning to look well worn, but there was no time to paint her, thus it will get worse

Another trooping voyage departed on February 14, 1944 from Halifax, Nova Scotia and was bound for Greenock, Scotland, carrying among others the 814th Tank Destroyer Battalion.

H.M.T. Île de France is seen toward the end of the war and after a hectic career as a troopship

Post War Service:

In 1945, with the war ended, the S.S. Île de France was returned to French control, but remained for the time being under Cunard management. She served for another year as a troop and a repatriation ship before being returned officially to the French Line in February 1946.

Restoring “Île de France” to a Liner:

In April 1947 the “French Line” decided to send her back to her builders at Saint Nazaire as she required a massive overhaul and refit that would take around two years. The most noticeable change was in her exterior appearance; for her the middle dummy funnel was removed and she became a two funnelled liner.

She is seen here during her refit with her new funnels being installed

Another external change was that her hull would now sport the livery that was inspired by the S.S. Normandie, with the black hull colour sweeping up to meet the forepeak.

The great S.S. Normandie - 1935 until fire destroyed her in 1942

Note the bow as the black hull sweeps up to the fore-point of her bow

Her original public venues needed to be redesigned and modernized and to assist this, thankfully some interior parts which survived the tragic fire of the “Normandie” in 1942 found a new home on the “Île de France” making her when finished a very different ship to what she had been. In addition her cabin configuration was also altered and upon completion she able to accommodate a total of 1,345 passengers, made up as; 541 First Class, 577 Cabin Class and 227 Tourist Class.

The “Île de France” was completed with her brand new look and she was practically like a new ship. She was reregistered as being 44,365 GRT.

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First Class Interiors:

As we have learnt, whilst she was under British control during the war her interiors were almost completely destroyed when she was being converted. Her magnificent timber and marble panels were smashed, thus when she was being restored into a liner, most was brand new, with just a few items remaining of her earlier days. Her designers did work hard to ensure that much of her furniture was much the same as it used to be, thus she did retain her elegance and sheer luxury!

Below are just some of her new public venues in First Class and an occasional one in what was now known as Cabin Class (ex Second Class).

Main Foyer & Stairwell:

The Area has received a new look, although the stairs are basically the same, but its look has completely changed with an arch in the centre and new fancy metal balustrades.

Above & below: Two views of the updated Main Foyer and Grand Stairwell

Grand Salon:

This venue certainly looks nothing like it did originally, but it was refurbished and became more modern looking, and a fine Lounge.

Above & below: The new look Grand Salon as well as a colourised version below

Another view of the Grand Salon

The Smoking Room:

This venue was relocated and it certainly had an imposing look; near one wall in front of a mirror stood a life sized sculpture which survived from her pre war days. The mirror reflected an amazing copper feature wall opposite.

Above & below: Two views of the huge Smoking Room

Dining Room:

The Dining Room was very similar to her previous version, but changes saw new large drop light fittings and the stairway received an update, still with marble columns, but new metal balustrades.

Above & below: The Dining Room in its new post war look

Library & Writing Room:

This used to be known as the Long Gallery, but there was a door in the middle separating the two venues, the Library was forward on the portside and the Writing Room aft.

Above & below: The Library and reading area and the Writing Room

Gym and the Children’s Playroom:

The Gym was greatly updated with new ways to exercise, including padded mats on the floor and machinery as well as many other items to make one fit. The Playroom received a huge makeover looking more like a fun place for the children and there was also a “Punch & Judy” theatre.

The new and updated Gym

A magnificent Playroom

Accommodations:

The new look Deluxe Suites were of a high standard as before, but very much with a new more comfortable style look.

Above & below: One of the Grand Suites showing the Lounge and bedroom

Here we see a suite’s bedroom with air-conditioning fitted

Here we see what is called the “Parlor Suite”

Cabin Class:

The Main Salon:

This two level venue’s décor was just beautiful, the main large feature on the lower level was a massive mirror that had been painted in a classical style and it was stunning, good enough to be seen on any first class Deluxe liner! The floor was covered with fine patterned carpet and with the stylish furnishings and the chandeliers combined with the curved staircase to the upper level made this room simply stunning!

The new Salon was certainly very impressive

Above & below: Two angles of Cabin Class’ Main Salon

Dining Room:

The Dining Room was bright and a very pleasant venue to dine with its new look.

An advanced poster of the refitted S.S. Île de France

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Île de France Resumes Trans-Atlantic service:

The new look S.S. Île de France departs Le Havre for her first post war liner service to New York

It has been almost ten years since the “Île de France” had carried passengers from Le Havre to New York, and having now been fully rebuilt and refitted she was ready to resume her career as a liner.

Thus on July 21, 1949 the “Île de France” resumed her original service from Le Havre to New York, and thankfully, although she was now a very different ship, she proved to be just as popular as before the war. There was no doubt that she remained the ship of choice for the rich and famous, and for the time being she continued to be a huge financial success for the “French Line”.

This great liner still looked elegant with her two funnel configuration

S.S. Île de France seen departing New York

She sailed on with countless happy passengers in all her three classes, thus she kept busy in addition there were thoughts of her operating some cruises in the off season and her Trans-Atlantic voyages for the rest of the year.

“Île de France” seen departing port with ice roundabout

She did have some adventures, as in the 1950’s she came to the aid of two ships which sank and the crew of the “Île de France” conducted rescues from a Freighter as well as a luxurious Italian Liner.

Rescue of the S.S. Greenville’s crew:

During a fierce Atlantic storm on September 20, 1953, the 33 year old Liberian freighter the S.S. Greenville was on a voyage from Montreal to Liverpool with a cargo of grain and somehow she developed a 15 degree list. On the next day, September 21, things went from worse to really bad for the “Greenville” was now in danger of sinking and it was the “Île de France” which quickly came to her aid. The great liner rescued 25 of the 26 man-crew as the freighter was forced to be abandoned as she sank rapidly. Sadly one crew member passed away.

The Cruise Ship:

“Île de France” as of recently was also operating Caribbean Cruises during the off season, and they filled so quickly as travellers booked well in advance and she was booked out almost within a week after the brochure was released.

The 1953-54 Cruise brochure cover

A fine aerial view of “Île de France” seen as a cruise ship

Cruise Souvenirs:

This miniature Wooden “Île de France” Life Ring was purchased in the Gift Shop

And for the American’s they could take home a genuine “Île-de-France” Camembert Cheese

The Sinking of the liner S.S. Andrea Doria in 1956:

In 1956 the “Île de France” was involved in the rescue operation of the sleek three year old liner the S.S. Andrea Doria, which was the pride of Italy.

On July 25, 1956, as the S.S. Andrea Doria was approaching the coast of Nantucket, Massachusetts, being bound for New York, whilst another ship, which was sailing eastbound to Europe, the M.S. Stockholm of the “Swedish American Line” was headed out and during thick fog the two ships collided.

The “Andrea Doria” tragically sank the following morning, but of the 1,706 passengers and crew on board her 750 people were rescued and taken on board the “Île de France” during a six-hour rescue operation on July 25, and the “Île” became the only foreign ship ever to have won the “United States Gallant Ship Award” being a title reserved for ships “participating in outstanding or gallant action in a marine disaster or other emergency to save life or property at sea”. The “Andrea Doria” having capsized to starboard but on the morning of July 26, 1956 she quickly sank.

The “Andrea Doria” is seen lying on her starboard side on the morning of the 26^th and will soon sink

Passengers from the “Andrea Doria” are seen on “Île de France’s” Promenade Deck

Although the damaged “Stockholm” was the first to assist in the rescue and took on board 572 passengers and crew from the Andrea Doria, but she was also badly damaged as her bow having been utterly destroyed during the collision and sadly 56 souls on board her died. Five of the dead were Stockholm’s crew who sadly were in the bow section at the time of the collision.

M.S. Stockholm seen on the scene with her bow sheered off

The Stockholm remained on the scene until the “Andrea Doria” had gone down, and then she returned to New York under her own power arriving there on July 27, 1956, and there she had her bow completely rebuilt.

Back to her Liner Services:

In 1956 the “Île de France” had been a passenger liner and a Troopship during WW2 for a good 29 long years, yet she had always been an exceptionally popular ship. Thus she continued to please her guests with the very best of French hospitality, fine food and good music as well as the latest movies in her Cinema.

The “Île de France” is seen at New York’s Pier 57, whilst to the starboard on …

the other side of the berth is the 1930 completed S.S. Liberté, built as the German liner “Europa”

A great stern view

But the truth was that within just several years everything in the Passenger Shipping Industry would change dramatically, and it will also affect one of the most popular Trans-Atlantic liners ever.

Dramatic Changing Times for Ocean Travel:

S.S. Île de France continued her Trans-Atlantic services as per usual up to 1958. However, by the autumn of that year there was no doubt that her old age was catching up with her, having been at sea for a good thirty-one years. But it was also true that sadly there were less and less passengers booking passage for it had slowed down dramatically over the past twelve months, being mostly due to air travel across the Atlantic that had become so popular.

On November 10, 1958 she started her final voyage from New York sailing via Plymouth to Le Havre

Thus the “French Line” decided to sell the great liner and they quietly sold her on February 16, 1959 to “Yamamoto & Co” ship-breakers of Osaka, Japan for just US$1,290,000. Her new owners renamed the “Île de France” the “Furansu Maru” but she remained under French registry. She departed Le Havre for the very last time around ten days later bound for Osaka, Japan.

She is seen heading for Osaka, Japan in March 1959

However, just before going to the breakers yard she was leased out for US$4,000 per day to “Metro-Goldwyn-Mayer” who would use her as a ship named the S.S. Claridon for their maritime disaster movie named “The Last Voyage”. The film starred: Robert Stack, Dorothy Malone, George Sanders and Edmond O'Brien with many more.

During the making of the movie, some of her interiors were destroyed by explosives and she was also partially sunk and her forward funnel was pulled over in order for it to crash down on top of the bridge. All this was done in the name of “special effects.”

Above & below: the “Île de France” is seen as the sinking cruise ship S.S. Claridon

For what had been one of the Great Passenger Liners loved by so many, it was a very sad and an undignified ending for such a proud, beautiful Ocean Liner.

Trailer to the Movie - The Last Voyage

One of the official poster’s

After the shooting of the Movie, she was refloated and she was then towed to her final destination, the breakers yard in Osaka and breaking up commenced immediately.

But about that movie - well it was regarded as being “A Flop” and thus it was even more of a very and an undignified ending to such a great and a proud, French Ocean Liner.

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Remembering the Great …

S.S. Île de France

A magnificent view of the remarkable S.S. “Île de France” arrives home to Le Havre

Return to Page One

S.S. Île de France from construction to the onset of WW2

View a 16.40 minute video of the great S.S. Île de France

Île de France on YouTube

Also visit the 3 page S.S. Normandie Feature - 1935 to 1947

And the S.S. Paris - 1921 to 1947

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