The White Star Line originally planned for its three Olympic-class liners, Olympic, Titanic and Britannic, to operate a weekly transatlantic express service.

One was the 56,000-ton Bismarck, the third and largest of Albert Ballin’s great Imperator-class trio, left unfinished at the Blohm & Voss Shipyard.

[2] In 1920 construction was resumed under the watchful eye of officials sent down from Harland and Wolff, but work was slow, plagued by material shortages and a workforce that had no ambition to finish the ship only to hand it over to the British.

The new liner performed remarkably well on her trials; she was noted for her stability in rough weather, a characteristic that would earn her many loyal passengers.

[3] At the forward end, beneath the navigating bridge one deck above, was a drawing room with plate glass windows offering views of the bow and the sea beyond.

[5] The First-Class dining room, located on D-Deck, was overlooked by a gallery and featured "an inverted dome of crystal pendants...centered in a ceiling of white and gold.

She joined the venerable old Olympic, still one of the most stylish ships on the Atlantic, and in May, Bismarck successfully transformed into the flagship Majestic would arrive and complete the three-ship express service, operating in direct competition against the rival Cunard Line's trio of Mauretania, Aquitania, and Berengaria (the former German Imperator).

[2] Settling quickly into her Atlantic routine, the Homeric proved to be a popular ship for White Star, although her speed became a major concern for the line, for at 18 knots (33 km/h; 21 mph), the Homeric could not keep pace with her fleet-mates, Olympic and Majestic, both of which had a service speed above 21 knots (39 km/h; 24 mph) making it difficult to maintain a weekly schedule.

At the conclusion of her second season, in October 1923, Homeric was removed from service for an extended winter overhaul, and her boilers were converted to burn fuel oil instead of coal, this allowed the number of engine room staff to be reduced from 300 to around 100.

The extensive re-working would require a full eight months at the shipyard, but on 19 April 1924, she was returned to service, proving to be slightly faster, averaging 19.5 knots (36.1 km/h; 22.4 mph).

[2] On one voyage in August 1924 Homeric arrived in New York late after steaming through a hurricane off the United States East Coast; She had been hit by an 80-foot (24 m) rogue wave which injured seven people, smashed numerous windows and portholes, carried away one of the lifeboats, and snapped chairs and other fittings from their fastenings.

Come quick' from the Japanese freighter Raifuku Maru which was listing dangerously in heavy seas and taking on water.

Some of her transatlantic crossings began to lose money as early as 1926, during which year some of her better third-class accommodation was regraded as the newly introduced Tourist class.

Cia Transmediterrania’s small Isla de Tenerife failed to steer while circling the Homeric, slamming into the side of the ship near the bow.

In July 1935, Homeric participated in King George V's Silver Jubilee fleet review, a prestigious honour.

Her final voyage as a cruise ship came to an end on 25 September 1935, after which she was laid up at Ryde, Isle of Wight pending disposal.