(first posted 4/3/2017) The MS Gripsholm, a passenger liner built in 1924 for the Swedish American Line, was the first diesel powered transatlantic liner, a very significant first. Modest in size (18,000 tons) and speed (16 knots), and not preserved or officially recognized at the end of its 42 years of existence, the Gripsholm was nevertheless a historic ship in numerous ways: for its design, for its achievements at sea, and for becoming an unlikely national symbol long after it had ceased to exist.
The Gripsholm was powered by diesel engines made by the Danish firm Burmeister & Wain (no connection to Volvo Penta, to answer a question that occurred quickly to me and probably to many of you) drove the twin screws of the Gripsholm. It was a significant step in motors replacing steam as the power source of ocean-going commercial shipping, which began in 1912 with the diesel-powered 6,800 ton Danish liner Selandia, which served a coastal route from Denmark to Asia and was not considered truly trans-oceanic. Comparable developments occurred in warships at around the same times, with Germany launching the first diesel-powered submarine, U-19, in 1912, and constructing the first diesel-powered major surface combatant, the pocket battleship Deutschland, in 1929-31. Diesel would replace steam as the predominant power source for commercial shipping after the Second World War, becoming universal by the 1960s.
The Gripsholm for its first decade and a half served as one of the premier passenger liners of the Swedish American Line (Svenska Amerika Linien, renamed in 1925 from the less euphonious Rederiaktiebolaget Sverige-Nordamerika). Its main duty was transatlantic liner service on the Gothenburg to New York route, with many voyages also calling at Halifax, Nova Scotia. It had a capacity of 1,557 passengers in first, second and third class accommodations.
In addition to its usual transatlantic duty, the Gripsholm was the first ship that the Swedish American Line used for its pioneering winter cruise service to the Mediterranean and the tropics, making the Gripsholm a milestone ship in service as well as in design. Its first winter cruise embarked on February 1927. This map shows the course of the 1934 winter cruise, which took vacationers through the Suez Canal and around the Indian Ocean, all the way to Bombay, Colombo and Zanzibar.
The Gripsholm carried an impressive 321,213 transatlantic passengers during its service as a Swedish American Line passenger liner. The passengers were a mix of business travelers, tourists, Swedes visiting relatives living in America, Swedish-Americans visiting the old country, and some immigrants, although the wave of Swedish immigration to North America that had begun in the mid-19th Century had largely subsided by the 1920s. An additional 23,551 passengers sailed on the Gripsholm on winter cruises.
The Gripsholm offered luxurious accommodations for its transatlantic and cruise passengers, including a “Pompeian swimming pool,” “Finnish Baths” (sauna), “Electric Light Baths” (for the sun and Vitamin D deprived) and “expert Swedish massage.”
These luxury accommodations would provide badly needed comfort during wartime in the Gripsholm‘s second life in World War II. The Swedish American Line suspended passenger service after the outbreak of World War II in Europe in September 1939 and took its ships out of service, but the Gripsholm and the older steam-powered liner Drottningholm took on a new role as mercy ships after the Japanese attack on Pearl Harbor. The U.S. government chartered the Gripsholm and Drottningholm for the special task of transporting Allied and Axis civilians, under neutral flag, in exchanges of civilians for repatriation to their respective countries. The Drottningholm served under U.S. charter for two voyages to Europe and back in March and May 1942, then under U.K. charter for similar purposes. The Gripsholm served the United States for the duration of the war starting in June 1942, under a U.S. Department of State charter managed by American Export Lines, a shipping company with operations throughout the Indian Ocean and Persian Gulf.
The outbreak of war had stranded thousands of people in now-hostile countries or in occupied territories, and despite the state of total war that existed, the United States and Japan agreed to return the other side’s civilians in exchanges conducted on neutral territory. The exchanges occurred infrequently, and most interned Allied civilians languished in prison camps for the duration of the war, but thousands returned home early thanks to this arrangement. The Gripsholm became the lifeline for American missionaries, businessmen and journalists interned in Japan, Korea, China, and the Philippines, as well as Canadians, Mexicans, Brazilians and others who had the misfortune to be caught in the war zones. The ship spent the war years sailing from New York to the Indian Ocean to exchange Japanese citizens for Americans and other North and South American civilians, and to Europe for exchanges of German civilians and prisoners of war for Allied citizens.
At a time when warships and merchant vessels alike were painted grey or in camouflage and sailed blacked out at night, to hide from enemy aircraft, submarines and surface combatants, the Gripsholm traveled as conspicuously as possible to ensure that it would be recognized by both sides. White with large stripes in blue and white Swedish colors, and with “GRIPSHOLM SVERIGE” and “DIPLOMAT” in huge letters on each side of the ship, the Gripsholm also sailed with maximum lights blazing at night, illuminating the ship and the names on its sides. The ship’s lights were so bright that they sent other ships scattering to avoid being lit up and made vulnerable to being spotted by German U-boats. These measures were effective, as the ship and its civilian passengers were never attacked accidentally by either Axis or Allied forces.
On its first voyage, the Gripsholm left New York on June 18, 1942 with 1,083 Japanese civilians, then took on another 417 in Rio de Janeiro before crossing the South Atlantic and rounding the Cape of Good Hope. At the port of Lorenco Marques in Portuguese Mozambique, the ship rendezvoused on July 22, 1942 with the Japanese liner/troopship Asama Maru, with more than 800 Allied civilians from Japan, Korea, Southeast Asia and the Philippines, and the Italian Far East Line’s Conte Verde, with over 600 civilians from Shanghai. A total of 1,510 boarded the Gripsholm for the journey home. They included U.S. Ambassador to Japan Joseph Grew; Judge Milton Helmick of the United States Court for China, the extraterritorial U.S. court in Shanghai; and U.S. Marine Corps Major Gregon Williams, Assistant Naval Attache in Shanghai, who as a diplomat with immunity was repatriated instead of becoming a prisoner of war, later commanding the 6th Marine Regiment in the Battle of Okinawa and serving as chief of staff of the 1st Marine Division during the Inchon landing and the Battle of the Chosin Reservoir in the Korean War.
Many of the interned civilians had endured months of starvation in Japanese prison camps, with one American journalist measured weighing 64 pounds when he boarded, having lost almost 100 pounds to starvation. On the main deck the crew greeted them with buffets that sent many to their knees in prayers of thanks. The long journey home took them first to Rio de Janeiro on August 10, then to New York on August 25.
The second mission of the Gripsholm was to Mormugao in Portuguese India, a small coastal enclave near Goa that was neutral Portuguese territory surrounded by the British Indian Empire, where it met the Japanese naval transport Teia Maru. (Originally the French passenger liner Aramis, converted to an armed merchant cruiser in 1939-40, the Teia Maru had been seized in Saigon and was being used as a cargo ship and POW transport.) In this even longer voyage from New York, with stops at Rio de Janeiro and at Port Elizabeth in South Africa, the Gripsholm again transported approximately 1,500 Japanese civilians in exchange for 1,500 Americans, Canadians and other citizens of North and South American countries. Embarking from New York on September 21, 1943, the Gripsholm returned three months later on December 1.
In 1944 the Gripsholm stayed in the Atlantic, making three voyages to Europe for exchanges of civilians and prisoners of war with Germany. The ship called at the neutral ports of Lisbon, Barcelona, and the ship’s home port of Gothenburg, where it exchanged German civilians and prisoners of war for American diplomats, other civilians, and prisoners of war. The voyage to Gothenburg also recovered American airmen who had landed their aircraft in Sweden and been interned there, and returned Swedish sailors from the liner Kungsholm who had been stranded in New York since 1942, when their ship had been purchased by the U.S. government for use as a troopship, appropriately named John Ericsson, after the Swedish-American engineer and naval architect who had designed the first screw propeller warship and the USS Monitor. The return to New York of the Gripsholm‘s fourth wartime voyage on March 15, 1944, with 663 Americans who had been diplomats to Vichy France (including Douglas MacArthur, nephew of General Douglas MacArthur), journalists, and wounded prisoners of war, is shown in this newsreel.
In 1945 the Gripsholm returned to the Indian Ocean for exchanges with Japan. The ship went on four missions in 1945, again rescuing missionaries, businessmen, journalists and others who had been held in terrible conditions in Japanese prison camps, now after two further years of captivity. In this video the ship is shown calling at Rio de Janeiro to disembark citizens of South American countries and give its remaining passengers shore leave before the final leg of the journey to New York.
After the war the Gripsholm continued in U.S. service into 1946 to make three further voyages to repatriate civilians and prisoners of war. A February 1946 voyage to the Mediterranean was unusual in transporting several hundred prison inmates for deportation to Italy and Greece, including the famous gangster Lucky Luciano.
During its service to the United States from 1942 to 1946, the Gripsholm made a total of 12 voyages in which it transported 27,712 passengers.
Between voyages, the Gripsholm spent long periods docked in the New York area for refitting and to wait for its next mission. After the 1942 voyage, the ship sailed up the Hudson River to dock in Yonkers, New York, likely the reason for it passing under the George Washington Bridge in this photo. During other periods it docked in Jersey City, New Jersey. The crew were officially considered to be with the U.S. Merchant Marine and received the same shore leave privileges given to sailors who were U.S. citizens. Like the ship, they spent over two years continuously abroad, at sea or in New York, before returning home to Gothenburg briefly in 1944. Crew members had been originally hired under six month contracts in 1942, but they served through 1944, and many continued to the end in 1946.
The ship and its crew were rightly lauded for their work during and after the war. The arrival of the Gripsholm in New York with Americans returning from captivity was always a newsworthy event, and the ship and its crew regularly received praise from the New York press. Reporting the ship’s arrival on December 1, 1943, the New York Times said, “The Gripsholm completed her second round voyage on the day set for it. She has a right to be proud of herself … We all like her. She is a happy ship. No other has brought home so many rejoicing passengers.” After the war, the U.S. government officially thanked the Gripsholm and its crew, with the Secretary of State sending an official letter of commendation and the entire crew receiving the U.S. Merchant Marine Victory Medal in recognition of their exceptional wartime service.
The crew of the Gripsholm had done their jobs for an extraordinary purpose during the war, and many veterans of those years wore their medals proudly for the rest of their careers at sea. Shown here wearing his ribbons for wartime service on his uniform jacket is ship’s bartender Uno Karlholm, who no doubt helped many to unburden themselves and prepare for the task of returning to their lives in the United States and elsewhere. Their honors were well deserved, as they and the ship had exemplified the humanitarian and maritime traditions of their country.
At the end of its service to the United States in 1946, the Gripsholm resumed its passenger service with the Swedish American Line and then achieved another first. In 1954 the Swedish American Line sold the now 30 year old ship to Norddeutscher Lloyd (NDL), a major German shipping company since the 1850s which had lost its entire fleet during the war. The Gripsholm, renamed MS Berlin, became the first passenger ship of the reconstituted NDL and Germany’s first postwar transatlantic liner. The Berlin served NDL’s transatlantic route from Bremerhaven to New York and Halifax, Nova Scotia.
As the Berlin, the ship again became the passage to a better life for many people, this time for Germans and other Europeans immigrating to the United States and Canada. From 1955 to 1966, the ship arrived 33 times at Pier 21 in Halifax (shown), the immigration and customs facility that was the Ellis Island of Canada from 1928 to 1971. According to Canadian Museum of Immigration information, in those 33 voyages more than 3,832 immigrants arrived in Canada (the numbers were actually significantly higher, because passenger records are missing for several of these voyages).
The distinguished career of the Gripsholm/Berlin finally came to an end in 1966. The 42 year old ship, now considered too old for passenger liner service, went to La Spezia, Italy to be scrapped.
Not considered for preservation as a museum ship, like the grander SS United States and RMS Queen Mary, and not the subject of a memorial anywhere as far as I have been able to determine, the Gripsholm nevertheless has lived on in spirit in an unusual way. In 2012, 46 years after the ship’s demise, the government of Canada selected a photograph of the ship visiting Pier 21 as MS Berlin to serve as the central image of Canada’s ePassport, representing Canada’s history of welcoming immigrants. Millions of people traveling the world carrying the Gripsholm‘s image used in this way is as fitting a tribute as any to this remarkable ship that achieved many firsts at sea and did extraordinary wartime service that changed tens of thousands of lives. It has made the Gripsholm a ship that was born great, achieved greatness, and finally had greatness thrust upon it as well.
This story is a sort of Outtake on a grand scale, which I mentioned in two recently published books but was unable to give more than one photograph and a brief paragraph in either. The books are “American Pyongyang: The American Christian Community of the North Korean Capital, 1895-1942,” and “Project Eagle: The American Christians of North Korea in World War II.” Both are currently available on Amazon.
Thanks for this, very cool to have the back story on the photo in my passport!
I should make the trip to Halifax sometime, the Pier 21 museum is very interesting with searchable records. My Dad went about 10 years ago and was able to find the record of his family’s arrival on the SS Volendam.
Excellent history of a ship I knew very little about. I did not realize that diesel was being used for this class of ships at this time. And the WW2 aspect is very fascinating; I was only vaguely aware or the exchanges of civilians.
There were several American Class Destroyer Escorts that also used diesel as they were being built so fast, along with other ships for WWII, that there weren’t enough steam turbines. Edsall and Cannon Class were geared diesels and Evarts Class diesels with electric drive.Like this story when one reads Sea Classics and Naval History one learns a lot after 20 years.
Thanks for this wonderful, inspiring story, never knew about this ship. It is remarkable that this ship could sail around the world in the midst of WW2, lights blazing at night, carrying out her humanitarian work so well. And makes me proud as a Canadian that my country has honoured her work on our ePassports.
Very well done. Another example of a great ship and it’s people. Sad how almost no ship, however loved or prized escapes the indignity of the torch.
Such as the SS United States, which at the time, was the fastest liner ever built and which met tough US Navy safety standards. Her steam turbines put out 240,000 shaft horsepower. The most of any merchant marine vessel and similar to a Forrestal Class carrier. She is rotting in Philadelphia as the last best hope decided she is too expensive to restore to service or save.
It looks like the Queen Mary may suffer the same fate. It supposedly needs $300 million to save as it sits in Long Beach harbor as a floating museum and failed hotel.
All new information for me as well. What a great story and a great career for one of the grand old ocean liners.
Amazing story, and I can only imagine the trepidation the passengers and crew felt on each voyage in the midst of WWll. Regardless how well-marked and lit up it may have been, there almost always is somebody who is trigger-happy.
Fortunately, that didn’t happen in this case!
I’d heard perhaps 2% of this before, and it was a delight to read. I sometimes get too caught up in the Grand Strategy of WWII and fail to thing of how it affected countless millions of personal lives, and you really brought it home with a wonderfully written essay.
The last little bit with the Canadian ePassport put me over the top, and you got a grown many stifling tears. Big thanks!
[Paul and Robert K: how nice that the CC tent has room enough for this sort of thing–much appreciated.]
I’d never heard of these prisoner exchanges before either, and fitting that a ship that was a history-maker in other ways was a prime figure. Great essay!
Wow… just wow…
Very well done, from the research to the presentation of this historical perspective. Until now, I was only a little aware of this kind of exchange of civilians and POW(s) during the war, but this painted such a picture of things that are not as well mentioned in history classes.
That picture of the ship and its background wallpaper image on the Canadian passport are wonderful.
So sad they had to break up the ship, but I suppose you can’t keep them all as museum pieces, sadly.
Oh, and I gotta call out the Cc Effect when I spot it…
Last night, I stumbled across a show I almost never watch called “Little Big Shots” hosted by Steve Harvey. They had this 4 year old kid who had The Bard’s entire works committed to memory. He blew everyone away, since he knew Shakespeare better than everyone in the building (and likely the whole at home viewing audience). When asked to rattle off the famous quote from The Bard’s Twelfth Night, the kid proceeded to recite the title of this article (minus the part about the ship of course).
For years I thought that this was a quote from Churchill or something.
What an enlightening piece of history. I had no idea that dedicated ships took part in civilian exchanges during the war. It’s too bad that the Gripsholm crew is not more widely recognized for their efforts, particularly for risking their lives for years to pursue a humanitarian mission.
Thanks for the article and the outstanding collection of illustrations here.
I had actually no idea of this story at all, I’ve never heard of it. As a fellow Swede, I feel very touched and very moved reading this. I may even have cried a little. Thank you so much for this! It is a great story of an unsung hero…
I too am a fellow Swede born in the USA that stumbled upon this while looking up a ship that is on an old post card I’ve had hanging around…. it’s from one of my relatives that was apparently a crew member!
I now live in California, at the time the post card was sent, it originally went to my Grandmother Mrs. P. Sterner and her parents whom she lived with Mr. and Mrs. G. Graves in Chicago.
What a great story. Thanks!
Wow…I’m amazed…honest to goodness ocean liner fans…with excellent writing to boot. Thanks for posting a story about a lesser known liner too. One can grow weary from Titanic-this and United States-that. The Gripsholm was a fine motor liner, built of sturdy Swedish construction and she lasted far longer than some of her contemporaries…keep the stories coming!!!
Amazing piece of history, presented with the usual excellence. Thanks for your efforts, Robert!
This is kind of emotional for me as my mother sailed the Gripsholm home from Sweden in 1939 shortly after Germany invaded Poland in 1939. Her parents had come to the US separately in the early 1900s, and after my mom earned her bachelors degree in music at the University of Illinois (not at all common for women), she won a fellowship to study voice in Sweden. While there, she met cousins and extended family. Before she headed home, she wanted to take a trip down the Rhine, but the invasion prevented that. She told me that the ship had to make their way carefully back to the US to avoid the U-boats. Her mother had made a visit back to Sweden in the 20’s on a ship that was the first to use a steam turbine engine. Early adopters both…
Great, just a great post about a ship that was historically significant in more than one way and is sadly forgotten to almost all people. I can’t even imagine the emotions of the half starved and abused people must have felt when they boarded the ships to take them home after being savagely treated by our wartime enemies. It must have been a flood of conflicting emotions. And a great debt is owed to the men who crewed the ship and their obvious empathy towards their passengers. Thank you for posting a little known part of WW2.
i love ships and this is a wonderful addition to CC.
it also makes me a proud Canadian to know it lives on in our new passport.
I haven’t renewed mine in a while but now will be happy to.
also the reference to Pier 21 as my mum and dad came through there when they immigrated from Scotland in 1948 and 1949 on the great Cunard liner Aquitania.
A fascinating story, with so much material to look through and absorb. I got my passport renewed last fall but hadn’t paid particular attention to the photos on the visa pages – nice to know that there is some very interesting history about the ship in the Pier 21 pic. I was struck too by the (Prime Minister) Laurier quote on the same page – I’d never heard it before.
My imagination was especially triggered by the ad for the 1934 ‘Winter Cruise’. What must it have been like to do a cruise like that, and visit all those places, before the age of mass tourism.
Great story well told.
Small correction – Belfast (unlike Lisbon and Barcelona) was not a neutral port – it was and still is the capital of Northern Ireland – the part of the island of Ireland that is British territory, and not the Republic of Ireland, which was neutral in the war. But I’m carping!
Good catch — I made a minor mistake in reading my source material. Some quick additional research revealed that the port call at Belfast was to disembark returned British prisoners of war. Being in the United Kingdom and not neutral, Belfast would not have been the site of an exchange. I have corrected this error.
Thanks to everyone for their praise for the story. I ran across the history of the MS Gripsholm several years ago during research on Americans in Korea before WWII, and after seeing how forgotten it had become, I wanted to give the story some publicity somewhere and naturally considered CC to be a good place for it.
For those who want to learn more about the subject, there is a Swedish television documentary from 2015 about the people of the Gripsholm, crew and passengers, which is available with English subtitles on YouTube at: https://www.youtube.com/watch?v=vejSuPcpNTE. There also is a website in English about the history of the Swedish-American Line that has a page on the wartime voyages of the Gripsholm and Drottningholm, which served as the main source of information for this article: http://www.salship.se/mercy.php.
The story appears to have become completely forgotten in the United States, and obscure even in Sweden. I have been thinking that this year being the 75th anniversary of the first mercy ship voyages, the story deserves further coverage in the United States, Canada, and Sweden, and that interest would be especially high in Sweden and Canada. I have not started to look into doing anything more with it, though.
Ships aren’t my thing, but this was a brilliant piece of historical writing. Hungry for more if you have any!
Robert Kim, thank you for a nostalgic trip back in time.
I wonder if you have a good story about the MS Stockholm? We know she had an encounter with a certain Italian, but you may have more interesting information.
My father was a seaman on the Moore McCormack Lines ships from the 1930s to the ’60s and was also involved with troop carrying ships from that line, the Argentina and the Uruguay during WWll.
I enjoyed your story about the MS Gripsholm having seen so many of those magnificent ships docked along the westside of Manhattan in the 1950s. My father’s ships being at Pier 32 at Canal Street.
Due to a Swedish TV-documentary, one Japanese diplomat committed suicide by
jumping overboard enroute wite the “Gripsholm” to meet up with a Japanese exchange ship/Japanese held territory. The search for the diplomat was in vain, most likley a victim of sharks.
The Japanese refused nothing less than to exchange the exact numbers of prisoners, so one U.S. serviceman voluntary went back with his captors for the sake of his fellow prisoners.
He recived the medal of honour.
I had the pleasure of crossing the Atlantic on the 1924 old Gripsholm 5 times
between 1946 and 1954! It was always a pleasure and the crew very very
friendly in every way! Later as a pilot for Northwest Airlines I crossed the
Atlantic many many more times – but couldn’t help remembering those
many exciting trips on the proud Swedish America Line liner! One trip we went
through hurricane and a number of front windows were broken!!
As someone who arrived at Pier 21 on the Gripsholm in April 1951, I remember the crossing very well although only 10 years old at the time. I had no idea of the illustrious wartime history of the ship and am very grateful for this report. Thank you.
What a wonderful story! I, too, crossed the Atlantic to Halifax on the Gripsholm in 1953 as a 2 1/2 year old with my family, emigrating to Canada. I have pictures and stories of myself blowing kisses up to the captain! I also have the original passenger list from our voyage. The commander’s name was S. Ericson. Thank you for this piece of history.
Thank you for your research and story about such an interesting ship. My great uncle had a passion for painting ships, maybe because my grandfather, his brother, was in the Navy (I was given his painting of one of the ships my grandfather was on in active duty).
A while back, I was removing family owned artwork from an older frame. Heavy cardboard depicting the m.s. Gripsholm had been used as backing for the frame. I saw the exact same photo, drawing in your story and wondered if you could tell me what this was originally used for, or where you found it. I’ve wondered if it were a model ship box, puzzle box, or possibly something that was just meant to be framed? Thank you.
I don’t see my attached photo in my comment above, so am trying again…
It was probably too big. Reduce it to some 1200 pixels in width and it should work.
Reduced Size Photo
photographer: Ove Pedersen
When I was a boy in the 1950’s I visited some SAL ships in NYC when my relatives went back and forth to Sweden. I just found out today that my uncle immigrated on the Gripsholm in the 30’s. I heard that my grandfather was friends with the president of SAL. Since then I’ve had a love of ships, maritime history, and the sea. My career followed that path as I’ve been a merchant seaman, sailed as a technician on oceanographic voyages, analyzed date on tanker simulators, trained as a nautical archaeologist, and now I’m a volunteer deckhand on the tallship Kalmar Nyckel, a replica of the ship that brought the first Swedes to Amerika in 1638.
Over the years I’ve visited over 100 maritime museums. One of the best is the Mariners Museum in Newport News (the one that has artifacts from the USS Monitor, including the turret, designed by John Ericsson.). But the Mariners Museum also has a huge model of the Gripsholm (9 feet long or so).
That’s probably where I first heard of the humanitarian voyages. But your article told me much more than I knew already. It’s a great contribution to history.
After my mother graduated from the University of Illinois in the 30s, she went to Sweden on a fellowship to study voice in Stockholm. Her parents both came to the US from Sweden in the early 1900s. On her return, in September 1939, instead of a nice trip down the Rhine following the invasion of Poland, she sailed on the Gripsholm back home to the US and home to West Chicago. Fortunately, my dad survived his tour of Europe, including the Battle of the Bulge, or I wouldn’t be here….