Ships Monthly - March 2014 UK

NORWEGIAN GETAWAY
Latest cruise giant

makes her debut in
Southampton
EXCLUSIVE
4.25
FERRY NEWS Brittany Ferries orders LNG powered ferry
Preservation fle Keeping the life-savers alive
www.shipsmonthly.com
March 2014
WINDFARM
WORKFORCE
The ships
behind the
windpower
revolution
PLUS
Aircraft carriers Illustrious class Port pictorial Leith remembered BC Ferries Canadian lifeline
ADVENTURE
OF THE SEAS
SHIP OF
THE MONTH
Mainmast Books
Warsash Nautical Bookshop
6 Dibles Road, Warsash
Southampton SO31 9HZ
www.mainmastbooks.co.uk
sales@mainmastbooks.co.uk
Tel: 01489 572384
Fax: 01489 885756
MAINMAST BOOKS
Postage UK - 3.50 for a single book (heavy books marked H are charged at 4.50. 1.50 for single CDs, DVDs or Videos. Add 1.00 for each additional item
up to a maximum of 6.50. Orders of over 100 sent post free in the UK. Overseas delivery: add 15% of the book value (20% Australia & NZ) to your order for
postage (minimum 7.50 for books 4.00 for DVDs) . For large orders, please contact us for a quotation.
Visitors are always welcome at our shop in Warsash. Opening hours are 9.00-5.30 Mon-Fri, 10.00-4.00 Sat, closed Sunday & Bank Holidays.
We accept Visa, Mastercard, Maestro, Visa Debit, Electron, American Express, Diners. Pay by Paypal on our website or to paypal@mainmastbooks.co.uk
Free UK postage on orders of 100.00 or more
Deep Sea and Foreign Going Rose
George travels from Felixstowe to
Singapore, via the Bay of Biscay, Suez
Canal, Gulf of Aden and Malacca
Straights, to chart the murky character-
rich waters of international shipping. PB.
234 x 156 mm 14.99 [32702]
Remembering the Free Enterprise I Captain R.P.
Blowers This limited edition book follows the career of
this pioneering vessel and includes a
wealth of images of her in operation on
the English Channel and in Greece.
Limited print run of 300 copies.
40pp. PB. A4 Illustrated 7.95 [33092]
Cunard - A Photographic History Janette
McCutcheon The images here give an idea of the
splendour that was ocean liner travel
on the Cunard Line in the golden age
of shipping with a mixture of colour
photographs, period advertising and
paintings. 128pp. PB. 170 x 248 mm
19.99 [33031]
Post-War Canadian Pacific Liners - Empresses of
the Atlantic William H Miller
Begins with the renovated Empress
of Canada and Empress of France,
taking us through the new builds
of the 1950s, including the
Empress of Britain, Empress of
England and the company's swansong, the beautiful
Empress of Canada, constructed in 1961. 128pp. PB.
170 x 248 mm 19.99 [33033]
Giants of the Seas : The Ships
That Transformed Modern
Cruising Aaron Saunders Showcases
the 40 most influential cruise ships of
the last three decades beginning with
the ground-breaking Sovereign of the
Seas. The text explains the significance of each ship
and highlights their new features ("Why She Matters").
A highly enjoyable browse for anyone interested in
these great ships. 192pp. HB. 269 x 214 mm. Many
original and archival photos, deck plans etc. 150 colour
photos. Index. 30.00 [32938]
Loch Class Frigates Patrick Boniface
Amongst the best A/S frigates
produced by Great Britain during the
war. This well illustrated volume
records the design and service record
of these vessels. 256pp. HB. 240 x
195 mm 25.00 [33087]
Gathering Storm : The Naval
War in Northern Europe:
September 1939 - April 1940
Geirr H Haarr A substantial
survey of the fierce naval
struggles, from 1939 up to the
invasion of the Norway in April
1940. Geirr Haarr has researched
extensively in German, British, and
other archives, and the work is
intended to paint a balanced and detailed picture of this
significant period of the war when the opposing naval forces
were adapting to a form of naval warfare quite different to
that experienced in WWI. 550pp. HB. 234x156mm 35.00
[32217]
By Steamer to the Ayrshire Coast
Alistair Deayton 96pp. PB. 235 x 165 mm
14.99 [32912]
By Steamer to the Argyllshire Coast
Alistair Deayton 96pp. PB. 235 x 165 mm 14.99
[33034]
Ports of Scotland Yearbook 2014
Comprehensive reference book for all port
users. and interesting guide to Scottish
ports and shipping for ship enthusiasts.
300pp. PB. A4 Printed in full colour
24.00 [33116]
See Mainmast Books at the
OCEAN LINER SOCIETY
SOUTHAMPTON SHIP SHOW
A date for your diary: Saturday 22 February 2014 at
the NOVOTEL SOUTHAMPTON Its walking distance to
the Southampton Central Railway Station and to
Southampton Dock Gate 10. Well be there with a stand
packed with the latest maritime titles etc, including
some very special show day offers! We look to seeing
old friends and new at our stand.
BOOK OF THE MONTH
Tramp Ships : An Illustrated History
Roy Fenton What a wonderfully evocative
collection of over 300
photographs of
individual ships which
illustrate the
development of the
tramp ship from the
19th century to the
postwar years!
Captions gives the
dimensions, the owners
and the builder, and outlines the career of each
ship, with design features and notes on machinery
included. 176pp. HB. 260 x 240 mm 30.00
[33041]
Also reviewed in Ships Monthly March 2014
White Star Line : A
Photographic History Janette
McCutcheon 128pp. PB. 170 x
248 mm 19.99 [32937]
The Isle of Man Steam Packet
Through Time Ian Collard 96pp PB.
235x165mm 15.999 [33148]
Lifeboat Service in
Scotland : Station by Station
Nicholas Leach 128pp. PB. 235 x 156
mm 15.99 [32892]
Seaforth World Naval Review
2014 Conrad Waters 192pp. HB.
240 x 254 mm 30.00 [33043]
JUST PUBLISHED
Trinity House 1514 to 2014: Light
Upon The Waters Andrew Adams &
Richard Woodman As part of its 500 year
celebration Trinity House has published its
official history written by well-known
maritime author Captain Richard Woodman,
an Elder Brother of
Trinity House, and the
pilotage expert and
Younger Brother of the
Fraternity, Captain
Andrew Adams; the
story of the
corporation from
incorporation in 1514
to the current day has been thoroughly
researched and written up and illustrated with
a great many fascinating images. HB.
29.99 [32998]
Ferry & Cruise Annual 2014
Ferry Publications Includes features
on: Liburnija , Nordstjernen, Spirit
of London, Marco Polo, MSC, the
Dover Ostend line, P&O at 175 and Ferries of
Lake Constance. 160pp. New softback A4
format 18.50 [33091]
www.shipsmonthly.com March 2014 3
W
hat a contrast there was in
Southampton in January as
the last British-built cruise
ship took her curtain call
and the latest mega cruise
ship steamed into port a few days later. It
was a fond farewell for Saga Ruby as she left
Southampton for the last time on 10 January,
and a warm welcome for Norwegian Getaway.
Saga Ruby was built on the Tyne by Swan
Hunter in 1972 as Vistafjord, becoming Caronia
in 1999. She took her current name, Saga Ruby,
in 2004 when acquired by Saga Cruises, and
became something of a favourite. But the
40-year-old ship has now retired from service
and is to become a foating hotel in Singapore.
Saga Ruby measured 24,292grt and could
carry a maximum of 670 passengers
impressive fgures for the 1970s. But she is
totally dwarfed by the massive new Getaway
which, at 145,655gt, is almost six times as big
in terms of gross tonnage and, at 325.7m in
length, almost twice as long.
These stark differences refect the changes
in the cruise business in the four decades that
separate the building of these ships. No longer
is the destination what matters now the ship
itself is the destination, and passengers on
Norwegian Getaway need never leave what is in
effect a resort. They have everything to hand
for their comfort and entertainment.
Norwegian Getaway provides everything that
is expected from a modern cruise ship in terms
of facilities and accommodation and more,
but it is unlikely she will match the notable
longevity achieved by Vistafjord/Saga Ruby.
And as Gateway prepares for a Miami career,
Saga Ruby goes into retirement and brings to
an end the era of British-built cruise ships.
Nicholas Leach
Editor
sm.ed@kelsey.co.uk
TM
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welcome
Contrasting cruise ships
Subscribe to Ships Monthly Find out how on page 54
Ships Monthly is also available digitally Please visit www.pocketmags.com
Contributors this month
Ted Scull
Ted Scull is a writer, lecturer
and former educator living
in New York. Since he frst
went to sea as a teenager,
he has spent over fve years
aboard passenger-carrying
ships of all types.
Malcolm Fife
Malcolm Fife is a professional
photographer who has been
taking pictures of ships and
harbours for over 20 years.
He is also interested in local
history and has written
books on the subject.
Andrew Cooke
With a lifelong fascination
for ships and the sea,
Andrew Cooke is a writer/
photographer specialising in
the cruise and ferry sectors,
and contributes to ferry
and shipping books.
Steve Newman
A writer and photographer
specialising in eco-
adventure cruising,
Steve Newman writes for
national newspapers and
magazines and blogs about
this expanding industry.
KELSEY media
Data protection Kelsey Media uses a multi-layered privacy policy giving you brief details about how we would like to use your personal
information. For full details, visit www.kelsey.co.uk, or call 01959 543524. If you have any questions please ask as submitting your details indicates
your consent, until you choose otherwise, that we and our partners may contact you about products and services that will be of relevance to
you via direct mail, phone, email and SMS. You can opt out at any time via email: data.controller@kelseypb.co.uk, or 01959 543524.
The new Norwegian Cruise Line ship Norwegian
Getaway debuted in Southampton in January.
contents
Subscribe today See page 54 for more info
HMS Illustrious returned to a warm welcome at
Portsmouth on 10 January. The helicopter carrier,
now in her final year of service, spent three weeks
providing emergency relief aid in the aftermath of
Typhoon Haiyan, which struck the Philippines last
November. MARITIME PHOTOGRAPHIC
Regulars
6 Waterfront
News of Norwegian Getaway making her
debut in Southampton, ice breakers trapped
in the ice, fire evacuation from the ferry King
Seaways and Tallink veteran sold to Albania.
10 Ferry
Red Falcon upgraded, Brittany Ferries LNG
power vessel project, new link with France and
Spanish service increase. Russell Plummer
12 Cruise
New role for Melody, the former Cunard
Adventurer goes for breaking, first RCI ship
scrapped, and four MSC Cruises ships to be
lengthened. William Mayes
14 Naval
News of the RNs future nuclear-powered
submarine, the Royal Australian Navys Landing
Helicopter Dock project and new type of
frigate for the German Navy. Gary Davies
16 Cargo
New container ships delivered to MSC, fire and
collision off Korea and a gearless bulk carrier
arrives on the Great Lakes.
18 Tugs
Worlds first LNG tug takes to the water, more
new tugs for Multraship and last of the ETVs
sold by J. P. Knight. Jack Gaston
33 Adventure of the Seas
Behind the scenes on Royal Caribbeans cruise
ship Adventure of the Seas, which has been
operating out of Southampton during the
past year. Andrew Cooke
49 Ships pictorial
A selection of ships pictured around the world.
66 View from the Bridge
Captain Christopher Rynd, master of Queen
Mary 2, talks about his career and the ship he
now commands. Byron Clayton
Chartroom
60 Ships mail
A selection of letters from readers.
62 Ships library
Reviews and details of new maritime books.
63 Ports of call
Cruise ship calls around the UK in March.
Edwin Wilmshurst
63 Mystery ship
Can you cast any light on this mystery ship?
March 2014 Volume 49 No.3
Features
20 In the thick of the action
Profile of the Illustrious class, the Royal Navys
most potent aircraft carriers of World War II.
Paul Brown
26 Capital port for Scotland
Recollection of some of the ships seen at the
port of Leith since the 1970s. Malcolm Fife
30 Maritime Mosaic
Photographs of some of the ships operated by
British Columbia Ferry Services, better known
as BC Ferries, which serves the west coast of
Canada. David Fairclough

38 Windfarm supporters
Exclusive aerial photos of the wide variety
of service ships that support the booming
windfarm construction industry.
42 Preserving the life-savers
Following on from the preservation files
covering submarines and tugs, this time we
look at some of the many preserved lifeboats
found in the UK and Europe. Nicholas Leach

46 Cruising down the river
A river trip with Pandaw River Cruises, which
harks back to the Irrawaddy Flotilla Company.
Ted Scull
52 Unremarkable little ship
How the small coaster Greenisland waged an
amateur war in the Clyde and North Channel
during World War I. Donald Johnston

56 Exploring the world
A look at the world of expedition and
adventure cruising, which has seen a significant
expansion in recent years. Steve Newman
WWW.SHIPSMONTHLY.COM
NORWEGIAN GETAWAY
Latest cruise giant
makes her debut in
Southampton
EXCLUSIVE
4.25
FERRY NEWS Brittany Ferries orders LNG powered ferry
Preservation fle Keeping the life-savers alive
March 2014
WINDFARM
WORKFORCE
The ships
behind the
windpower
revolution
PLUS
Aircraft carriers Illustrious class Port pictorial Leith remembered BC Ferries Canadian lifeline
ADVENTURE
OF THE SEAS
SHIP OF
THE MONTH
ALSO AVAILABLE
DIGITALLY
WWW.POCKETMAGS.COM
The new NCL cruise ship Norwegian Getaway arrives
in Southampton in January for a couple of nights
before crossing the Atlantic. MARITIME PHOTOGRAPHIC
6 March 2014 www.shipsmonthly.com
Centenary
marked
RAMSEY STEAMSHIP
To mark the centenary of the founding
of the Ramsey Steamship Co, the
companys small coaster Ben Maye
(1979/548grt) was dressed overall for
a commemorative charter voyage
marking another event that took
place in 1913. The Bideford-built ship
docked in Dublins Docklands on 5
October 2013 to re-enact the role of
the steamer Hare, which undertook a
voyage 100 years ago from Liverpool
to bring food supplied by the TUC to
thousands of striking workers in an
event known as the Lockout of 1913.
Hundreds of people lined Sir
John Rogersons Quay on the Liffey
to witness Ben Maye, and dockers
unloaded symbolic food parcels to the
needy on the quayside next to the last
of the surviving former warehouses. JA
FERRY INCIDENT
A 26-year-old man was arrested on
suspicion of arson after a fre alert
sparked an emergency evacuation from
the DFDS vessel King Seaways when
she was 30 miles off the Humberside
coast after leaving North Shields for
IJmuiden on 28 December 2013.
Two crew members and four
passengers, including a pregnant
woman, were winched off the
31,395gt ferry King Seaways and
taken to Scarborough Hospital by
helicopters from RAF Leconfeld
near Hull and RAF Boulmer in
Northumberland, with a further 15
passengers and eight crew members
treated for smoke-related injuries by
doctors travelling aboard.
RNLI lifeboats from Bridlington
and Filey also put to sea after fre
broke out in a cabin at around 2245
but, according to DFDS, it was
extinguished within 15 minutes. King
Seaways, carrying 946 passengers and
127 crew, returned to North Shields
at around 0400 and passengers were
kept on board for fve hours while
police investigated.
They said earlier that another
male passenger aged 28 had been
detained by the ships staff following
the incident and charged with affray.
After little more than a week back
in service, King Seaways headed for
Poland and annual reft, reaching
theRemontowa Yard in Gdansk on
10January. RP
Next generation for K Line
NEW CAR CARRIERS
Japans third largest shipping line,
Kawasaki Kisen Kaisha (K Line),
has announced that it intends to
order an additional four new next-
generation pure car and truck
carriers. The extra vessels come
after another recent order for
four vessels placed with Japanese
shipbuilders Shin Kurushima
Dockyard Co Ltd and Japan Marine
United Corporation, with each yard
building four vessels, deliveries to
start from 2015 through to the
frst quarter of 2017.
The vessels have a capacity
of 7,500 units, which compares
to around 6,200 on their largest
vessels to date. The new vessels
also boast a wider beam of 37-38m
compared to the 32.2m of the Lines
current vessels. In a statement,
the company said: By adding this
series of eight new ships with
better stability and better fuel
effciency, we can handle an even
wider cargo mix. AM
Impression of the
new PCTC vessels
ordered by K Line.
WATERFRONT
CASUALTY
The general cargo vessel Abuk Lion
(2008/5,599gt), on a voyage from
Aughinish alumina plant on the river
Shannon to St Petersburg, suffered
engine trouble off the south west coast
of Ireland. She departed the Shannon
on 26 December 2013 but, after engine
failure, began drifting eastwards, so
the captain asked for tug assistance at
about 1500 on 28 December 2013.
The tug Celtic isle, which is based
in Foynes, was in Cork over Christmas
and was deployed to tow the stricken
freighter. Celtic isle reached the ship at
0300 on 29 December, fnding her 30
nautical miles south of the Old Head of
Kinsale in gale force eight winds.
At frst light a tow was secured to
Abuk Lion. LE Roisin arrived on scene,
along with the Coastguard helicopter
from Shannon, but the 13 crew were
safe and well despite battling heavy
swells. The tow line parted once,
but was reconnected, and Abuk Lion
reached Cork about 2000 and was
anchored before being brought in.
Towed back to port
The coaster Abuk Lion is brought
into Cork by the tug Celtic Isle
and, towing astern, the Cork tug
Alex; the vessel was berthed in
Ringaskiddy ro-ro berth, where
repairs were undertaken.
ERIC BARREL
Fire evacuation from King Seaways
King Seaways alongside at North Shields. ROY CRESSEY
ABOVE Ben Maye in Dublin last year.
ABOVE The 3,500dwt Hartman M2
Runner has been designed to transport
very long or tall cargoes. HARTMAN
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news
REPLICA
There is a growing number of historic
replicas afoat, and several are making
ocean crossings, but in a much safer
manner than the originals. One such is
an 85ft replica of Ferdinand Magellans
galleon, NAO Victoria, which crossed
the Atlantic last winter aboard DYT
Yacht Transports semi-submersible
yacht carrier Super Servant 4.
Managed by Fundacion NAO
Victoria, the sailing ship was loaded
aboard the DYT vessel in Palma de
Mallorca, Spain and delivered to
Port Everglades, Florida in time for
Christmas. It has since undertaken a
cultural exhibition tour to educate
people about the frst complete
circumnavigation of the world by
Magellans expedition in the 16th
century. The original NAO Victoria was
launched in 1519 as one of fve ships in
the explorers Spanish expedition. JS
BRIEF NEWS
WORLDOPALDELIVERED
Damen Shipyards Group
delivered World Diamond, the
ffth Platform Supply Vessel
in a series of six, to World
Wide Supply of Norway on 5
December 2013. World Opal is a
Damen PSV 3300 CD. Equipped
with azimuth thrusters and
dynamic positioning (DP2), the
design has slender hull lines to
minimise fuel consumption and
enhance crew comfort.
ARCTICDRILLSHIPPROJECT
Russias Krylov State Research
Center is working with Italys
Fincantieri Group on a project
to develop a drillship capable
of navigating in ice up to
1.5m thick and in ambient
temperatures of -40C that
would be capable of working
independently for a period
of four months. According to
Fincantieri, Russia plans to buy
dozens of such vessels by 2030,
as the steady retreat of arctic
sea ice allows access to vast
hydrocarbon reserves. JS
DUALFUEL Siem Offshore
has agreed contracts with
Remontowa Shipbuilding in
Poland for four dual-fuelled
Platform Supply Vessels of
the VS 4411 DF design. Siem
Offshore currently has two
vessels of similar design under
construction. The vessels will
have dual-fuel systems able to
use either LNG or marine diesel.
CHINANAVIGATION Hong Kongs
China Navigation Company
(CNCo) has signed a conditional
sale and purchase agreement
to acquire Pacifca Shipping
(Pacifca) from the Skeggs
Group of companies in New
Zealand. Pacifca will remain
an independent operation
headquartered in Auckland. JS
CSSCINCREASESSHIPSIZE
The China State Shipbuilding
Corporation (CSSC) has elected
to increase the size of three
container ships ordered from
compatriot builders Shanghai
Waigaoqiao SB and Shanghai
Jiangnan Changxing Heavy
Industry from 16,000TEU to
18,000TEU. They will be the
largest container ships built in
China when delivered in 2015. JS
Trapped in the ice for Christmas
AURORA EXPEDITIONS
The expedition cruise ship Akademik
Shokalskiy (pictured), operated by the
Australian-based Aurora Expeditions,
became trapped during the Christmas
period in ice while on a cruise 1,700
nautical miles south of New Zealand.
The cruise was intended to recreate
the Australasian Antarctic Expedition
of 1911-14 led by Sir Douglas Mawson,
but ice closed the clear water behind
the ship too quickly, preventing the
vessel from escaping on Christmas
Day. Akademik Shokalskiy had 74
passengers, scientists and crew aboard,
but they were not in immediate danger.
The Chinese supply ship Xue Long
and the French supply ship LAstrolabe
were despatched to the scene but,
although both have ice-breaking
capabilities, were unable to reach
the stranded Russian ship as the ice
thickened, although Xue Long got
within seven miles. The Australian
ice class survey ship Aurora Australis,
owned by P&O Maritime Services,
which arrived four days after the ship
became trapped, was thought to be
the solution, but that ship too was
turned back by ice that was too thick,
and ice might close her exit route.
Almost a week after Shokalskiy
became trapped it was decided that,
once the weather allowed, most of
the passengers and crew would be
evacuated using the helicopter from
the Chinese ship, but the helicopter
deck in the expedition vessel could not
take Xue Longs helicopter, so a landing
area had to be cleared. The evacuation
fnally took place on 2 January. WM
Long narrow
tweendecker
CARGO SHIP
The Hartman Marine Group of The
Netherlands, in conjunction with
Conoship International and Vuyk
Engineering Groningen, has developed
a new type of ship specifcally to cater
for long and odd-sized cargoes, such
as offshore equipment and windmills.
Known as the Hartman M2 Runner,
the design features a high freeboard
and narrow superstructure located on
the starboard side of the stern as well
as a 219,000ft hold equipped with a
removable and adjustable tweendeck.
The 22.9m by 15m vessel is classed to
sail in open top confguration, with
the hatch covers lifted, which allows
the carriage of tall or large objects. JS
Galleon across the Atlantic
A replica of Ferdinand Magellans galleon NAO Victoria is visiting several
US East Coast ports this year after being successfully transported across
the Atlantic by DYT Yacht Transport.
Danes choose
Wrtsil
TANKERS
Denmarks Terntank Rederi A/S has
chosen Wrtsils new two-stroke, low-
pressure, dual-fuel engine to power
two new environmentally advanced
15,000dwt tankers it is having built
for European coastal services. This
will be the frst installation of the
newWrtsilengine, which is IMO Tier
III emissions compliant in gas mode
without NOx abatement equipment.
The modifed Wrtsil RT-fex50DF
engines use an LNG- and gas-handling
system that is substantially simpler
and of lower cost than previous
models, since only low-pressure gas
compression is required. Daily bunker
consumption is expected to be just
14 tons compared to an average of 22
to 25 tons per day for conventionally-
powered ships of the same size. JS
ABOVE A see-through rendering
illustrates how new Terntank Rederi
ships will employWrtsillow pressure,
dual-fuel engines. TERNTANK REDERI A/S
WATERFRONT
Tallink veteran sold to Albania
BALTIC FERRY
One of the most familiar and liked ships
to sail the Baltic, Vana Tallinn, was sold
to charterers Albanian Ferries for an
undisclosed fgure in December 2013.
Built in 1974 as Dana Regina for DFDS by
Aalborg Skibvrft, the 10,000gt 154m
ship could take 1,064 passengers, with
berths for 864, and could take 300 cars,
with another 600 lane metres, sailing
from Esbjerg to Harwich for 16 years.
Then, as Nord Estonia, she came to
the Baltic under Swedens Nordstrm
and Julin fag, going to Tallinn for the
frst time on the frst service between
the Estonian and Swedish capitals.
There followed a year chartered to
Larvik Lines Thor Heyerdahl between
Larvik and Frederikshavn. In 1994 she
was bought by Inreko and renamed Vana
Tallinn for the Tallinn-Helsinki route.
Interestingly, the vessel belong to
one-ship company TH Ferries from
1996 to 1998, when Inreko was in
dispute with Tallinks other operators.
Eventually, Vana Tallinn was sold to
Hansatee, Tallinks sole owners, before
its name-change to Tallink Grupp,
continuing under the companys wave
logo still operating the Hel-Tal route.
This century Tallink decided to build its
own feet and, as the new ships came
into service, Vana Tallinn was moved to
Paldiski-Kapelkskr and Stockholm-Riga.
From April 2009 until Albanian
Ferries chartered her in June 2011, the
ship had been laid up in Tallinn. After
an extensive reft which has given the
39-year-old ship a new lease of life,
she was renamed Adriatica Queen, and
is now crossing from Dulles to Bari in
Italy, taking 1,500 passengers, with
the same berths available in nine cabin
classes. Cargo capacity is either 250
cars or just 50 plus 32 trailers. The sale
leaves the rail ro-ro Seawind (1972) as
the oldest unit in Tallinks feet. JP
Icebreaker launched
Streamlined bulker
ARCTIC RESCUE VESSEL
Arctech launched the ice-breaking multi-
purpose emergency and rescue vessel
Baltika for the Russian Federal Agency of
Sea and River Transport on 12 December
2013 at Helsinki Shipyard. The vessel is to
be operated by FGI Gosmorspassluzhba
(Russian Marine Emergency Rescue
Service) and will be used in ice-breaking
and rescue work in the Gulf of Finland.
The vessel incorporates new types
of innovative technology and features
an asymmetric hull, patented oblique
design and three 360-degree rotating
propulsors, which allow the vessel to
operate effciently sideways, astern
and ahead. In oblique mode the vessel
will be able to generate a 50m-wide
channel in 0.6m-thick ice. Bow- and
stern-frst the vessel can operate in
1m thick ice. The vessel is based on
the ARC 100 concept, which has been
developed by Aker Arctic Technology.
BULK CARRIER
Imabari Shipbuilding Co Ltd has
completed the 95,000dwt bulk carrier
Raga at its Marugame Shipyard. The
bulker is unique in that it has adopted a
next-generation superstructure called
the Aero-Citadel, which, according to
the shipyard, offers major benefts
in both air resistance and anti-piracy
measures. The Aero-Citadel has a
streamlined shape and includes the
accommodation quarters, engine
room and funnel casing.
This superstructure can reduce
the wind pressure during navigation
by 25-30 per cent based on wind
tunnel testing. The new design also
incorporates marine-use LED lighting in
the accommodation and engine room
lighting systems, reducing the electric
power required for lighting. All stairs
are placed inside the superstructure
as an anti-piracy measure, and
the accommodation windows are
bulletproof, while water cannons
on the upper deck prevent pirate
incursions into the accommodation.
The 76.4m by 20.5m Baltika has three main diesel generator
sets giving a total propulsion power of 7.5MW.
Vana Tallinn has been sold
to Albania and has now
left the Baltic. JOHN PAGNI
The bulker Raga measures 234.9m by 38m and ispowered by a
single Hitachi-MAN B&W 6S60ME-C (Mark 8) diesel engine.
news
Southampton call for latest megaship
NEW CRUISE SHIP
Norwegian Getaway, the latest mega
cruise ship to be built for Norwegian
Cruise Lines, made her debut in January
and, after stopovers in Europe, crossed
the Atlantic to America ready to begin
operations from Miami. The 145,655gt
ship was delivered to Norwegian
Cruise Line during a ceremony on 10
January in Bremerhaven after she
had been completed by Meyer Werft.
Norwegian Getaway is the second of
two Breakaway class ships built for NCL,
the frst, Norwegian Breakaway, being
delivered nine months ago.
After leaving the builders yard,
the 4,028-passenger ship sailed to
Rotterdam for inaugural festivities,
which continued when she called
at Southampton on 14 January. She
undertook a couple of short cruises to
nowhere with travel agents and media
on board before departing for her
transatlantic cruise to New York on 16
January, taking a leisurely ten days to
make the Atlantic crossing.
Upon reaching the United States,
Getaway will dock in New York for
Super Bowl weekend and become the
Bud Light Hotel. And then she will go
for her naming on 7 February to Miami,
where she will operate year-round
starting on 8 February on week-long
Eastern Caribbean cruises visiting St
Maarten, St Thomas and Nassau.
Like Breakaway, she has distinctive
hull artwork. While Breakaways hull
was designed by Peter Max, Getaways
hull art was commissioned from Miami
artist David LEBO Le Batard, whose
work features a mermaid, pelicans and
colours inspired by the sun and ocean
in Miami. She also has a similar power
output to Breakaway of 62,400kW in
total, of which 35,000kW is propulsion
power giving her a speed of 21.5 knots.
Almost identical in many respects to
sistership Norwegian Breakaway, she
has been designed so that her interior
spaces are outward-looking, with
plenty of outdoor spaces; the main
public areas face the sea so that guests
connect with the water, and know
that they are on a ship. NCLs freestyle
cruising is intended to give passengers
as much choice as possible, and this
philosophy has shaped the design of
the public areas of Getaway.
Among the signifcant features are
the Waterfront, a quarter-mile-long
outdoor boardwalk with eight al
fresco dining venues and lounges, The
Grammy Experience with artefacts
chosen by the Grammy Museum
at Los Angeles, an Ice Bar and The
ABOVE The Ice Bar on Norwegian Getaway is one of several impressive attractions
on the new ship, most of which attract an extra entrance fee.
Norwegian Getaway arriving
in Southampton on 14
January. CHRIS BROOKS
Illusionarium, a small purpose-built
theatre hosting a special effects magic
show. A wide range of cabin options
include The Haven by Norwegian, a
top-ship, 42-suite exclusive enclave,
and studio cabins which offer single
occupancy accommodation.
ABOVE Norwegian Getaway leaves the building dock at Meyer Werft in Germany,
prior to coming to the UK and going on to Miami for year-round cruising.
The funnel with
its climbing wall.
New link with France
IRISH FERRIES
A new direct passenger/car ferry
service from Dublin to Cherbourg has
been launched by Irish Ferries with
a frst sailing on 18 January using
chartered ro-pax vessel Epsilon,
the former Cartour Epsilon, leaving
Ireland on Saturdays at 1530 and
returning to Dublin at 1100 each
Monday. The new route is being
advertised as an economy alternative.
LD LINES
LD Lines has extended its sailing
programme to introduce a new
Ireland-France-Spain connection from
Rosslare via Saint-Nazaire to Gijon,
served by the recently chartered
ro-pax ferry Scintu (2009/26,094gt),
now renamed Norman Atlantic. She
shares sailings with Visentini-built sister
Norman Asturias (2007/26,500gt),
which launched a Poole-Santander
service back in November.
Poole now has one return sailing
each week to Santander with passage
times of 26 hours, and a second from
the Dorset port to Gijon taking 25
hours each way. Norman Asturias can
carry up to 2,255m of vehicles, with
cabin berths for nearly 500.
Christophe Santoni, LDs chief
executive, said: We are very pleased
with the early response from hauliers
to the new Poole-Santander service,
which is a key addition to our existing
route between France and Spain. The
additional services will further expand our
Motorway of the Seas Atlantic network
providing improved links between the
UK, Ireland, Spain and France.
Spanish service increase
FERRY
Russell Plummer
FERRIES IN THE NEWS . . . FERRIES IN THE NEWS . . . FERRIES IN THE NEWS . . . FERRIES IN THE NEWS . . . FERRIES IN THE NEWS . . . FERRIES IN THE NEWS . . . FERRIES IN THE NEWS . . . FERRIES IN THE NEWS . . . FERRIES IN THE NEWS . . .
NILSDACKE TT-Line opened a
new route between Trelleborg,
Sweden and the Polish port
of Swinoujscie, on 7 January
with the 1995-built Nils Dacke,
which carries foot passengers in
addition to cars and trucks. In the
summer the larger Peter Pan and
Nils Holgersson will switch.
ARKFUTURA The 18,469gt DFDS
ro-ro, built in 1996 as Dana Futura,
and feetmate Britannia Seaways
(1999/24,196gt), previously Tor
Britannia, are taking part in the
ARK-operation transporting
chemicals not loaded with
ammunition from Syria. Part of the
year-long programme to destroy
the countrys chemical weapons
will see chemical tanks packed into
containers for transportation to
American vessel Cape Ray, which
has been equipped with mobile
destruction facilities.
BORESONG P&O Ferries have
extended the charter of the
2011-built vessel throughout 2014,
together with sisterships Norsky
and Norstream, both completed
in 1999. All three have spent their
entire working lives to date on P&O
Ferries North Sea freight routes,
including working out of Teesport.
PRINCESST After being linked
with Cal-Macs Ullapool-Stornoway
vessel Isle of Lewis, new Swedish
operator Gotlands Baten looks
to have secured the Japan-built
Princess T to launch a route from
Vasterik to Visby, Gotland in the
coming summer. Completed by
the Kurushima Dockyard in 1986
with space for more than 900
passengers and 1,000 lane metres
for vehicles, she frst sailed as
Queen Diamond for Diamond Ferry
until being sold to South Korean
owners in 2004.
SOLENT
Red Funnel is spending 2 million on a
complete refurbishment of passenger
areas of Southampton-East Cowes car
ferry Red Falcon, the work bringing
two new lounges with additional
toilet and baby-changing facilities, a
pet-friendly lounge, a child play zone,
a designated quiet zone, plus air
conditioning in all passenger lounges.
SMC Design and Southampton-based
interior reftters Trimline have been
awarded the contract, which aims to
increase the number of seats by 55
per cent before Red Falcon returns to
service on 4 April.
Originally delivered by Ferguson
Shipbuilders from the Clyde in 1994,
Red Falcon went to Poland in 2004
to be lengthened to boost capacity
to 215 cars on three decks and 895
passengers, similar changes also
being carried out on Raptor Class
sisterships Red Eagle and Red Osprey.
Work on Red Falcon was due to
start in February in the ABP port
at Southampton before a move to
Portsmouth for annual dry-docking
and completion. Although shipbuilding
is to cease at Portsmouth Dockyard,
BAE systems has signed contracts
to continue handling dry dockings
of the Red Funnel feet and also all
seven of Wightlinks Portsmouth and
Lymington-based car ferries.
Delayfor
Loch Seaforth
LEWIS CROSSING
Construction of new vessel Loch
Seaforth for the Caledonian
MacBrayne service from Ullapool to
Stornoway is running a couple of
weeks behind schedule after part of
the roof of the FSG building hall at
Flensburg in Germany was damaged
during severe gales in November
2013, which delayed work on a couple
of earlier vessels on the prolifc
FSGproduction line.
Hull sections for the Stornoway
vessel, which is due to replace Isle
of Lewis (1995/6,753gt) during the
coming summer, are ready for
assembly, and it has emerged that
FSG subcontracted construction of
Loch Seaforths three upper decks to
a Polish yard in Gdansk for delivery in
sections to Flensburg.
Designed to run 24 hours a day,
and costing a total of 42 million,
Loch Seaforth will carry up to 700
passengers and 143 cars (or 20
commercial vehicles) and is to have an
open deck at the stern to permit the
carriage of dangerous goods.
Big spend on Red Falcon
Red Falcon is being completely
refurbished. NICHOLAS LEACH
Stena Alegra heads south to the Cook Strait
500,000
overhaul
MERSEY FERRIES
Half a million pounds has been spent
on the winter overhaul of Royal Iris
of the Mersey in a bid to extend
the working life of the 54-year-old
vessel and limit the cost of future
maintenance. The work followed dry
docking at Cammell Laird, Birkenhead
for hull repairs and the application of
an improved anti-fouling paint.
Built originally as Mountwood for
the Mersey crossing from Birkenheads
Seacombe and Woodside piers
to Liverpool, she was given the
traditional name when extensively
reftted in 2000. The blades of Royal
Iriss twin propellers have been re-
tipped, and the Wrtsil main engines
and auxiliaries, which were also ftted
in 2000, were stripped down for a
24,000 hours service.
Back at Mersey Ferries Duke Street
berth in Birkenhead, 110 square
metres of Royal Iris of the Merseys
hardwood decks were also renewed
before a return to the cross-Mersey
and river cruise service in January.
NEW ZEALAND
Ro-pax ferry Stena Alegra was not idle
for long after being displaced on Stena
Lines cross-Baltic service between
Karlskrona, Sweden and Gdynia, Poland
by the introduction of the chartered
Brittany Ferries vessel Cotentin as
Stena Baltica. The 1998-built Stena
Alegra, originally Cenargos Dawn
Merchant, left for New Zealand at
the end of November 2013 and was
due to begin a six-month charter to
Interisland Line in January.
A vessel was urgently needed to
operate on the Cook Strait service
between Wellington and Picton after
route regular Aratere (1998/12,596gt)
lost a propeller while at sea early in
November 2013, not being expected to
return to service before the end of the
Southern Hemisphere summer season.
Stena Alegras passenger capacity
of 350 is little more than half that of
Aratere, but the lead ship of Cenargos
Racehouse service can handle up to
78 trucks compared to Arateres 28.
Stena Alegra was bought by Stena
RoRo in May last year after a career
starting with Merchant Ferries.
BRITTANY FERRIES
French operator Brittany Ferries has
ordered a 52,500gt liquid natural gas
powered ferry to take over its main
UK-Northern Spain and France-Ireland
services. What is known as the Pegasis
project, with construction placed in
the hands of the STX France yard in
Saint-Nazaire, will result in a 25-knot
service speed vessel with a length of
210m and a beam of 31m, and will
be able to carry up to 650 cars, with
accommodation for 2,400 passengers
in 649 cabins.
Costing 270m (25 million), it
will enter service in spring 2017 with
the 2004-built Pont-Aven, currently
Brittany Ferries largest unit at
40,589gt, replacing the Portsmouth-St
Malo routes long-serving veteran of
the feet, Bretagne (1989/25,015gt).
Brittany Ferries and STX have been
studying the feasibility of powering
a cruise-ferry by LNG for the past
two years. There are also plans to
convert Pont-Aven, Mont St Michel
(2002/35,592gt) from the Portsmouth-
Caen route and Plymouth-based
Armorique (2009/24,968gt) to LNG fuel,
with Brittany Ferries expecting French
state support amounting to 40 per
cent of the total costs.
LNG power for new ferry
An impression of the
new LNG-powered
Brittany Ferries
vessel.
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FERRIES IN THE NEWS . . . FERRIES IN THE NEWS . . . FERRIES IN THE NEWS . . . FERRIES IN THE NEWS . . . FERRIES IN THE NEWS . . . FERRIES IN THE NEWS . . . FERRIES IN THE NEWS . . . FERRIES IN THE NEWS . . . FERRIES IN THE NEWS . . .
AMORELLA The Viking Line vessel
ran aground near Langnas on a
December 2013 voyage from Turku
to Stockholm after suffering a
power failure. None of the 1,945
passengers was injured and, after
dry docking at Rauma, Amorella
resumed on 22 December 2013.
BERGENSFJORD Fjord Lines new
Bergensfjord completed her frst
sea trials in December 2013, and
she is on track for a debut on 3
June, with the previous holder of
the name going for conversion
at Lindo, Odense to operate as
the day ferry Oslofjord on a new
Stromstad-Sandefjord route from
early May. Completed as Bergen
in 1993, she sailed for DFDS on
the Harwich-Cuxhaven route as
Duchess of Scandinavia from April
2003 until closure of the service in
November 2005.
PLYCA Following trials with Plyca
(2009), Transfennica are to ft the
same exhaust scrubbers to fve
more ships from a 2,800-lane-metre
series built in Poland. Alfa Laval
equipment goes into Timca (2006),
Kraftca (2006, pictured), Genca
(2007), Trica (2007) and Pulpca (2008).
QUEENMARY Efforts continue
to return the former turbine
steamer, now lying at Tilbury, to
the Clyde, where she operated
on excursions from 1933 to 1977.
The Friends of TS Queen Mary
have been fund-raising and doing
groundwork in Glasgow with the
aim of establishing the vessel
as a tourist attraction. They
have support from Jackie Baillie,
MSP for Dumbarton, where the
ship was built by Denny, and it
is hoped a fve-day tow north
might take place during April.
ABOVE Stena Alegra has been chartered for service in New Zealand.
New role for Melody
SAHARA INDIA
The smallest unit in the MSC Cruises
feet, Melody (1982/35,143gt), has
been sold after spending almost a year
laid up. Her new owner is Sahara India
Pariwar, a multinational group involved
in fnance, leisure, hotels, construction,
property and industrial activities. This
appears to be frst ship to be owned
by the company, but it seems unlikely
that her future is destined to be in the
Indian cruise market, as the corporate
structure lends itself more towards
Melody, now renamed Qing, being
used in an accommodation role, either
for workers or as a hotel. Sahara India
Pariwar has controlling interests in New
Yorks Plaza Hotel and the Grosvenor
House Hotel in London.
Melody was built as Atlantic, the
second new ship for Home Lines, at La
Seyne in France. Her time with Home
Lines was quite short, as that company
was acquired by Holland America Line
in 1988 and Atlantic was not required.
She went to Premier Cruise Line,
becoming Starship Atlantic, and was
later sold, in 1997, to MSC Cruises,
becoming the largest unit in that
companys small feet. But she was an
oddity in a growing feet of large ships,
and never got the MSC prefx added.
MSC CRUISES
The four smallest and oldest units
in the feet of MSC Cruises will be
lengthened by 24m between August
2014 and November 2015 by Italian
shipbuilder Fincantieri, adding 59 crew
cabins and 193 passenger cabins and
increasing the maximum passenger
capacity by almost 600.
MSC Armonia, Lirica, Opera and
Sinfonia each have a gross tonnage
of around 59,000, but the additional
accommodation will increase this
to around 65,000. MSC Armonia and
Sinfonia came to the feet through
the demise of Festival Cruises in 2004,
while MSC Lirica and Opera were built
for the company to a very similar
design. All were built at the St Nazaire
shipyard of what was then Chantiers
de lAtlantique.
The lengthening will also provide
additional restaurant space and other
leisure facilities, with MSC Armonia
being the frst ship to be extended,
this taking place between August and
November 2014. MSC Sinfonia, Lirica
and Opera will follow during 2015. MSC
Armonia and MSC Sinfonia date from
2001 and 2002 respectively, while MSC
Lirica and MSC Opera were delivered in
2003 and 2004. The other eight ships
in the feet are newer and larger.
Lengthening back in fashion
ABOVE MSC Armonia will be the first of four MSC ships to be lengthened. W. MAYES
Melody has been sold for
further service.
BRIEF NEWS
P&OCRUISES Azuras October
2014 dry-docking has been
postponed until early 2015, and
three new cruises have been
inserted into her schedule.
ROYALCARIBBEAN The keel (the
620-tonne frst block) of RCIs
Quantum of the Seas was laid at
the Meyer yard in Papenburg on
19 November 2013.
MSC While manoeuvring in
strong winds in Piraeus on 19
November 2013, MSC Magnifca
came into contact with a mooring
light, causing minor damage.
CARNIVAL Carnival Sunshine
was christened by Lin Arison,
widow of Carnival founder
Ted Arison, in New Orleans on
17 November 2013. This is the
second time Mrs Arison has
named this ship, as she was the
godmother in 1996, when the
vessel frst entered service as
Carnival Destiny.
SAGA CRUISES
When Saga Ruby (1973/24,492gt)
returned to Southampton from her
fnal cruise on 9 January two days late
due to bad weather, she was expected
to be taken by her Saga crew to
Gibraltar, either to be laid up or to be
handed over to her new owners, if the
deal had been completed.
Although details are still sketchy,
Saga announced the sale of the ship
to Asian interests for conversion
into a hotel in late November 2013,
just before Saga Ruby sailed on
her last voyage for the company.
Unfortunately, that last cruise did
not go quite according to plan, as a
generator problem, discovered while
the ship was at Tenerife on her way to
the Caribbean for Christmas, forced a
radical change of plan.
Without that generator it was
not possible to run the ships air
conditioning at full power, so instead
of the Caribbean, her passengers were
offered the Mediterranean, as it would
have taken too long to get parts made
to repair the generator. Saga offered a
generous 40 per cent refund to those
passengers who wanted to stay with
the ship, and it appears that only a
very small number chose the option of
returning home with a full refund.
End of an era for Saga Ruby
CRUISE
William Mayes
ABOVE January saw the withdrawal of Saga Ruby, a truly classic ship. WILLIAM MAYES
LOUIS CRUISES
Forty-two years is not a bad age for
a cruise ship, especially one built at a
time when the economical expected
life for such a ship was around 25-30
years. So perhaps it is not surprising
that Louis Cruise Lines Louis Rhea
(1971/14,194gt) has fnally succumbed
to the breakers torches after a year
when she has not been used.
Few will recognise this ship under
that name, but working backwards she
was Louis Cruises Coral, and before
that Royal Olympic Cruises Triton
(although she frst took that name
when acquired by Epirotiki in 1991).
From 1977 to 1991 she was Norwegian
Caribbean Cruise Lines Sunward II,
but when built by the Rotterdam
Drydock Co in 1971 she was Cunard
Lines frst modern cruise ship, Cunard
Adventurer. She survived her sister,
Cunard Ambassador, in passenger
service by almost 40 years, as that
ship was seriously damaged by fre in
1974. Cunard Adventurers single tall
QE2-style funnel was replaced in 1977
by the twin sloping funnels that were a
trademark of the NCCL feet.
Louis had just changed the ships
name from Coral and had published
itineraries for 2014, but these have now
been abandoned and the ship sold to
Indian breakers. For her delivery voyage
to Alang she was renamed Cora.
Coral, built as Cunard
Adventurer, has recently
been sold for breaking.
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ABOVE The 1982-built Kristina Katarina in Las Palmas following the suspension
of operations.WILLIAM MAYES
Closed for restructuring
KRISTINA CRUISES
At the beginning of December 2013
the small Finnish cruise operator
Kristina Cruises suspended operation
of its ocean cruise programme
in order to allow a restructuring
of its debts. At the time, the
companys single ship, Kristina Katarina
(1982/12,907gt), was operating one-
week cruises in the Canary Islands and,
when the operation stopped, the
ship was in Las Palmas, Gran Canaria.
The company had been known
to be in fnancial diffculties since it
replaced the 250-passenger Kristina
Regina with the 450-passenger
Kristina Katarina in 2010, and had
diffculty flling the extra capacity.
The companys 2014 ocean cruise
programme, starting in March, has
been published, and the company
is confdent that it will be able to
operate as planned.
The veteran former Hurtigruten
ship Nordstjernan ran aground
close to Haugesund while en route
to Bergen on 12 November 2013,
causing some hull damage. She
was towed to Haugesund, but the
following day made her own way to a
shipyard at Olen, to be dry-docked.
First modern Cunard cruise ship goes for breaking
ASIA STAR MARITIME
Formosa Queen (1970/22,945gt),
Asia Star Maritimes only venture into
shipowning, has been sold for scrap,
possibly without ever operating for
her fnal owner. She was built by
Wrtsil at Helsinki as Song of Norway,
and, after just eight years service, was
returned to the same yard to have an
85ft mid-section added.
The last years of her career were
somewhat chequered after leaving
the Royal Caribbean feet in 1997.
After 27 years in the Caribbean, she
was purchased by Britains Airtours
(My Travel Group, later styled as Sun
Cruises) and renamed Sundream, as
that company started to focus on
cruising. Airtours withdrew from the
cruise market in 2004 and Sundream
was sold to Tumaco Navigation of
Greece, renamed Dream Princess and
chartered to Israels Caspi Cruises. Her
name was later shortened to Dream
for an operation between Karachi and
Dubai that lasted for a single voyage.
She then went back to Caspi Cruises,
before being acquired by Clipper
Group and renamed Clipper Pearl.
She was chartered to the Peaceboat
Organisation, but that was terminated
early. Then, as Ocean Pearl, she
operated for Happy Cruises and was
a well-maintained ship. When Happy
Cruises went bust, Ocean Pearl was
laid up in Tilbury until sold to Asia Star
Maritime to become Formosa Queen.
First RCI ship scrapped
Ocean Pearl has been broken up in China. WILLIAM MAYES
US NAVY
There were starkly different launch
methods as the US Navys latest Littoral
Combat Ships took to the water. The
Independence class, Jackson (LCS 6),
was sedately transferred from land to
sea through a multi-step procedure
from a new assembly hall at Austal
USAs Mobile facility on 14 December.
The 127m trimaran was lifted via
self-propelled modular transporters
to a deck barge and towed to the
Southeast Shipyard of BAE Systems,
where she was lowered into deeper
water via a foating dry-dock. Austal
is currently working on four other
vessels, Coronado, Montgomery,
Omaha and Gabrielle Gifford, as part of
a US$3.5 billion 10-ship order.
Four days later, Milwaukee (LCS5), the
third Freedom class, was launched in
more dynamic fashion into the nearly
frozen Menominee River. The narrow
waterway requires ships built at the
Fincantieri Marinette Marine (MMC)
shipyard to be slipped in sideways.
Other ships in the class, Detroit, Little
Rock and Sioux City, are in various
stages of construction at MMC, with
Wichita and Billings at early stages of
material procurement.
The future USS
Milwaukee makes a
dramatic entrance
LOCKHEED MARTIN
Splash and
ripple
From Flanders Fields
WORLD WAR I
Soil gathered from 70 World War
I battlefelds arrived in London in
November 2013 ahead of events
to mark the centenary of the start
of the confict. The process of
bringing the sacred soil to the UK
began on Armistice Day last year
with a ceremony at the Menin Gate,
attended by the Duke of Edinburgh.
It was collected in sandbags by
more than 1,000 British and Belgian
schoolchildren and brought to the
capital by BNS Louise-Marie.
After transfer to HMS Belfast,
moored in the Pool of London, the
bags were loaded onto a Kings Troop
Royal Horse Artillery gun carriage and
escorted by the Household Cavalry
from the Life Guards and the Blues and
Royals, and mounted offcers from
the Metropolitan Police, to Wellington
Barracks. The soil will be placed into
the ground at the Flanders Fields
Memorial Garden.
Designed to endure
NEW FRIGATE
The frst of a new type of frigate
developed for the German Navy was
offcially named Baden-Wrttemberg
(F222) during a ceremony at
ThyssenKrupp Marine Systems
Hamburg shipyard on 12 December.
The Type 125 class is designed to be
able to deploy to an area of operation
for up to two years at a time, spending
208 days a year at sea without
requiring base support or dockyard
maintenance. For such operations,
a dual-crew system will operate,
with technological innovations and
a high level of automation allowing
safe operation of the ships with a
complement of just 120.
Four Type 125s, costing 650 million
apiece, will replace the remaining fve
Type 122s from around 2016/17. The
exact schedule is uncertain due to a
manufacturing issue that has required
costly remedial work to previously
completed parts of the hull.
With a displacement of around 7,100 tonnes, the Type 125 will
become the largest frigates in any navy.
ABOVE: The Belgian frigate Louise-Marie alongside HMS Belfast. BILL SCOTT
NAVAL
Gary Davies
ROYAL NAVY
The Secretary of State for Defence has
announced the award of additional
multi-million pound contracts in the
UK and US for further development
work and long-lead production of the
UKs future nuclear deterrent. The
latest investment is part of a fve-year
assessment phase for the detailed
design of a submarine which will
replacethe current Vanguard class
from 2028 onwards.
The frst artist concept of how the
so-called Successor class may look has
been revealed, showing a heavily-
raked, centrally-positioned sail and
X-stern rudder confguration. What
is certain is that the new submarines
will be larger than the Vanguards,
feature a new PWR3 nuclear reactor
and carry fewer Trident II D5 ballistic
missiles and warheads. These are to
be housed in quad-pack common
missile compartments being jointly
developed with the US Navy as part
of their Ohio class Replacement
Program. The Successor programme
will become the most complex
project ever undertaken by British
industry and also one of the most
expensive, with cost estimates of 11-
14 billion for the platforms alone.
The path to Successor
Chemical
brothers
JOINT OPERATIONS
An unlikely international naval
alliance is preparing to dispose
of the Syrian governments
stockpile of chemical weapons
under a diplomatic deal brokered
by Russia and the United States.
Warships from Russia and China
have been despatched to escort
two Danish and Norwegian cargo
ships from the Syrian port of Latakia
to Mediterranean waters close
to Italy, where about 700 tonnes
of chemical agents that include
dangerous elements used for
mustard gas and the nerve agent
sarin are to be shipped for disposal.
The deadly cargo will be
neutralised on board MV Cape
Ray, a US Navy-owned ro-ro ship
mobilised from the Ready Reserve
Force feet. The operation to make
the agents safe using two portable
hydrolysis systems is expected
to take two to three months,
depending on sea conditions.
NUSHIP Canberra began first of class sea
trials in January 2014. ANDREW MACKINNON
RAN
The Royal Australian Navys A$3 billion
Landing Helicopter Dock project has
passed signifcant milestones, with
both ships at sea as the new year began.
NUSHIP Canberra embarked on frst-of-
class sea trials in January as the hull of the
second continued on its way to Australia,
as cargo, after completion in Spain.
Canberra had earlier conducted
successful initial harbour acceptance
trials at the Port of Melbournes
Webb Dock, where various types of
Army vehicles, including an Abrams
main battle tank and an armoured
personnel carrier, were driven onto
the ship via integral side ramp,
manoeuvred around her two garage
decks and disembarked down the steel
beach and out through the well dock.
Canberra is due for delivery in May.
The future HMAS Adelaide was
loaded onto the semi-submersible
Blue Marlin at Vigo for transit to
Australia in mid-December 2013, and is
to arrive at BAE Systems Williamstown
shipyard in Victoria in February.
Aussie carriers at sea
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BRIEF NEWS
ITALIANNAVY The Marina
Militare has received its second
FREMM multi-mission frigate
from the Fincantieri shipyard
in Muggiano, La Spezia. The
delivery of the anti-submarine
warfare (ASW) confgured
Virginio Fasan vessel is part of
an order for eight vessels, in
two versions, to replace ageing
Lupo and Maestrale class ships
by 2021. An option for two more
has yet to be exercised. Carlo
Margottini, the second ASW
variant, is due to be delivered
early in 2014.

TURKISHNAVY The government
has selected a Spanish design to
meet its requirement for a large
amphibious ship to enhance
the navys modest amphibious
capability. The winning bid from
a 2010 request for proposals is
based on the Armada Espaolas
Juan Carlos I class strategic
projection ship. Subject to
contract negotiations, the
LHD will be built by Istanbul-
based Sedef Gemi Insaati in
partnership with Navantia.
Two similar ships are under
construction for the RAN.
BANGLADESHINAVY Long-
held aspirations for a three-
dimensional navy have moved
a step closer with reports
that a US$200 million deal for
submarines has been agreed
with China. Subject to fnal
approval, the navy will get a pair
of Type 035G Ming-class diesel-
electric submarines in 2019. The
type is a development of the
Soviet Romeo class of the 1950s.
Crew training is already under
way, along with plans for a new
base on Kutubdia Island.
ROYALDANISHNAVY Denmark
has ordered an additional Knud
Rasmussen class arctic patrol
ship to carry out sovereignty
enforcement and fshery
protection patrols around
Greenland, the security of
which is a Danish responsibility.
The 72m ice-strengthened ship
will differ from two sisterships
by having improved support for
marine environmental research
missions and a hydrographic
multi-beam survey sonar. The
as yet unnamed OPV will enter
service in 2017.
The first released image of
the Successor class is unlikely
to resemble the final design.
BAE SYSTEMS
Fire and collision off Busan
CHEMICAL TANKER
The Hong Kong-registered chemical
tanker Maritime Maisie suffered a
catastrophic fre after a collision in
waters off Busan, South Korea. On 29
December 2013, at around 0215 South
Korean time, approximately 9.2 nautical
miles from Busan, the 2003-built
Maritime Maisie collided with the car
carrier Gravity Highway, which was on
sea trials from Hyundais Mipo Shipyard.
According to South Koreas Yonhap
news agency, the collision caused an
immediate fre on board the tanker.
The South Korean authorities deployed
16 coastguard boats and a number
of navy vessels and helicopters to
the scene for rescue. A total of 91
personnel 27 crew members from
the tanker and 64 from the car carrier
were rescued by the coastguard,
with some sustaining light burns, but
nobody was seriously injured.
Firefghters brought the blaze
under control at about 1000 local
time. The 44,404dwy Maritime Maisie,
which was en route from Busan to
Ningbo, was fully laden with 29,337
tonnes of fammable chemicals when
the collision occurred; offcials report
that 4,000 tonnes of Paraxylene and
Acrylonitrile were lost in the blaze, but
no spill has been detected. AM
CHEMICAL TANKER
Stolt Tankers has chosen to buy the
complete main propulsion systems for six
new chemical tankers it is having built by
Chinas Hudong-Zhonghua Shipbuilding
Group from Finlands Wrtsil. The
packages will consist of Wrtsil RT-fex50
two-stroke main engines along with
controllable pitch propellers, tunnel
gearboxes and shaft generators.
The combination of a two-stroke
engine and shaft generator requires
optimal coordination between the
engine and propulsion controls, which
is facilitated by having all systems
supplied and delivered from the same
source. Each of the 38,000dwt tankers
will measure 185m by 32.26m and will
have 43 stainless steel tanks with a
total volume of 44,000m
3
.
They will also have IMO I, II and III
capabilities and will be able to handle
the full range of diffcult-to-handle
liquid cargoes that Stolt specialises in.
The frst of the ships is expected to be
delivered in December 2015, with the
others following through 2016. JS
The 1998-built Stolt Capability is to be followed by a
new generation of highly efficient chemical carriers
being built in China. STOLT TANKERS
CARGO
CONTAINER SHIPS
Geneva-based Mediterranean Shipping
Company (MSC), the worlds second
largest shipping line, has taken delivery
of two new post-Panamax vessels.
The 9,403TEU MSC Asov is the frst of
three wide-beam vessels ordered in
September 2010 by Germanys Schulte
Group from the Jiangnan Shipyard Co
Ltd, at Shanghais Changxing Island,
backed by a long-term charter to MSC.
MSC Asov and her sisters MSC
Ajaccio and MSC Amalf have the split
superstructure known as a twin-
island design. They measure 299m by
48.2m (19 containers wide) and have a
111,000dwt. The vessels have a reefer
capacity of 1,000 containers and are to
be deployed on MSCs Far East-SAF-
ECSA Ipanema service.
MSC Adelaide is the last in a series
of six wide-beam vessels ordered from
South Koreas Sungdong Shipyard, two
by the Greek owner Costamare and
four by Zodiac Maritime, all backed by
long-term charter to MSC.
MSC Adelaide and her sisters MSC
Athens, MSC Athos, MSC Abidjan, MSC
Agrigento and MSC Alghero are of the
standard single-island design and have
an 8,800TEU capacity with an overall
length of 300m and deadweight of
110,875. These ships form part of
a large order by MSC for ships of
between 8,700 and 9,500TEU. AM
Colliers
last voyage
UK BUILT COLLIER
On 19 December 2013 the 2,535dwt
Shoreham (pictured), which had been
under arrest for almost a year in the
Spanish port of Santander, made a
short voyage to the scrapyard in the
same port, and four Russian sailors
that were still on board were fown
home the following day. The vessel was
operated by Independent Shipping
Ltd, part of the Dudman Group.
Shoreham had arrived under the
Cook Islands fag at Santander almost
a year earlier, on 13 January 2013, to
load cement and clinker on a normal
voyage, but along with other vessels
operated by the group was detained
under arrest. She has now been sold
for scrap to help pay off company
debts. The vessel was built at Goole as
the collier Ballygarvey in 1992 for the
collier feet of John Kelly of Belfast. RC
Newbuilds delivered to MSC
ABOVE: Firefighters attend to the chemical tanker Maritime Maisie, which suffered a
major fire following a collision off South Korea.
Wrtsil drive for newbuild
Cold arrival on Great Lakes
Unusual trip to Aberdeen
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RMS Riga
goes to Riga
COASTER
The small 1,380dwt coaster RMS Riga,
built by J.J. Sietas at Hamburg in
1984 as Kirsten, went to the breakers
last year, sailing to Riga for eventual
scrapping. In recent years she had
been a regular visitor to Goole on the
weekly RMS Line service running to
Steurzelberg on the Rhine in Germany.
She carried loads of empty drinks cans
to be recycled.
In her earlier career she was well
known in Cornish ports when named
Tudor from 1988 to 2002. Along with
her sisterships Pandor and Eldor, she
was specifcally ftted to carry china
clay slurry from the Cornish ports. In
2002 she was renamed RMS Homburg
and started trading on the service
to Goole, being renamed RMS Riga in
2006 when owned by Riga Shipping of
Latvia but chartered to RMS. RC
GREAT LAKER
Algoma Central Corporations newest
ship, and the frst of her class, the
39,400dwt Algoma Equinox, arrived
on the Great Lakes in early December
2013 to load iron ore at Superior,
Wisconsin for discharge at Quebec
City, Canada.
The gearless bulker is the frst
in a series of eight Equinox class
vessels being built for Algoma by
the Nantong Mingde shipyard, with
delivery of the remaining seven to
occur at approximately three-month
intervals into 2015. The series consists
of four gearless and four self-
unloading ships, with Algoma to own
six of the vessels, while the Canadian
Wheat Board will own two, the latter
to be operated and managed by
Algoma.
The new ships have been designed
to optimise fuel effciency and
operating performance, with a 45
per cent improvement in energy
effciency expected over Algomas
existing feet. The substantial
advancement comes from the use of
a Tier II-compliant main engine and
improved hull form, together with an
increased cargo capacity.
To meet new environmental
regulations, the Canadian bulkers
are being ftted with fully integrated
IMO-approved exhaust gas scrubbers,
marking the frst application of
such scrubbers on a Great Lakes-St.
Lawrence class vessel. JS
The gearless bulk carrier Algoma Equinox enters the Port of Duluth-
Superior on the Great Lakes following a 61-day, 14,700-nautical mile
delivery voyage from the Nantong Mingde Heavy Industries shipyard in
Nantong, China. PORT OF DULUTH-SUPERIOR
Green Dolphin design
BULK CARRIER
Classifcation society DNV GL and
Shanghai Merchant Ship Design
& Research Institute (SDARI) have
introduced a new Eco design for a
handymax bulker as a follow-up to their
Green Dolphin 38 handysize design, of
which about 80 have been ordered.
The new Green Dolphin 575 design
uses technologies that are already
available for commercial use to bring
better fuel and energy effciency
while providing a robust hull and
operational fexibility. The 190m
Green Dolphin 575 will be available in
single-hull standard or double-hull
(open hatch) confgurations and
will feature fve cargo holds. The
core design would be powered by
an effcient Tier II long-stroke, low-
speed main engine. JS
ABOVE RMS Riga, which has now been
scrapped, approaching Goole on one of
her regular weekly trips to the port.
GENERAL CARGO
In November 2013 the general cargo
vessel SCL Akwaba, which has 138
reefer plugs, paid a rare visit to the
Scottish port of Aberdeen. The
11,800dwt vessel, built in China in 2008
and fying the fag of Switzerland,
arrived from South Korea. She is
normally operated on Nirint Shippings
service from Asia to the Caribbean and
Canada, and was only renamed from
Safmarine Akwaba in June 2013.
On leaving the Scottish port she
sailed to Bergen and Rotterdam before
returning to Singapore and service to
the Caribbean and Canada via Panama.
SCL Akwaba is still operated by Enzean
Ship Management of Zurich, who
operated her as Safmarine Akwaba. RC
ABOVE The multi-purpose container vessel SCL Akwaba arrives at Aberdeen on 17
November 2013. This was a rare appearance for the Swiss-registered vessel, as she
normally serves the Asia to Caribbean and Canada service via Panama. DAVID DODDS
The new Green Dolphin
design for the handymax
sector. DNV GL
system, which comprises one AGA Cryo
LNG storage tank and two cold-boxes.
The fuel system is designed for weekly
bunkering to be carried out by the crew.
Borgoy and Bokn measure 35m by
15m, with a draft of 5.5m.They are
escort tugs built to an advanced design,
with a static bollard pull of 70 tonnes
and a free running speed of 13.5 knots.
Working in the escort mode, steering
forces of 100 tonnes can be generated
at ten knots. Electrical power aboard
these unique vessels is supplied by a
pair of Nordhavn auxiliary generators,
powered by Scania diesel engines,
rated at 300kVA, 240kW, 400volts 50Hz.
A hydraulic system serving the
towing winch, bow thruster and deck
crane is powered by pumps driven by
the main engines. Also driven by the
main engines are two Jason fre pumps
supplying the fre fghting system. The
tugs are equipped with a towing winch
on the foredeck designed for escort
work and capable of precise control.
Accommodation is provided for up
to six persons in two single and two
double berth cabins, with a mess room
and galley. Care has been taken to
reduce sound levels throughout.
Worlds frst LNG tug takes to the water
Borgoy and sistership Bokn
are the worlds first tugs to be
powered by environmentally
friendly Liquid Natural Gas.
ASD TUG
TSM Brehat, a new 20.35m ASD tug
built for Thomas Services Maritimes
in Rouen to a design by MacDuff
Ship Design, has been delivered by
the Padmos Shipyard at Stellendam
in the Netherlands. Sister to TSM
Albatre delivered in 2013, the compact
multi-purpose tug is powered by
two Mitsubishi S12R MPTAW-2 engines
generating a total of 2,575bhp coupled
to Rolls Royce US155FP propulsion
units for a bollard pull of 32 tonnes.
MacDuff
design
EMERGENCY TOWING
Britains last two Emergency Towing
Vessels (ETVs) have been sold by J. P.
Knight (Caledonian) Ltd of Invergordon
to Resolve Pioneer LLC, part of the
Resolve Marine Group in the USA.
Both vessels were part of the fve-tug
feet taken over from Klyne Tugs
(Lowestoft) Ltd in 2007. Funding for
the ETVs operated on behalf of the
Maritime & Coastguard Agency (MCA)
was withdrawn in 2012, and the vessels
employed have been sold off.
The purpose-built Anglian Monarch,
a 58m tug with a bollard pull of 152
tonnes, was completed in 1999 by
Matsura Tekko in Japan for Klyne Tugs,
and was sold to Resolve in August 2013,
being renamed Resolve Monarch. In
November 2013 Anglian Earl was also
sold to Resolve and dry-docked in
Rotterdam before leaving European
waters. Anglian Earl was formerly
Maersk Logger, built in the Netherlands
in 1987 with MAK diesels.
Last ETVs sold by Knight
LNG FUELLED TUGS
In October 2013 the Sanmar shipyard
in Tuzla, Turkey completed the frst
of two shiphandling/escort tugs for
the Norwegian tug owners Bukser og
Bergings AS (B&B). Named Borgoy and
Bokn, they are the worlds frst tugs to be
fuelled by Liquid Natural Gas (LNG) and will
be operated at the Krst gas terminal
in Norway, under contract to Statoil.
The tugs were designed by B&B
with the assistance of Marine Design
AS in Norway and built by Sanmar.
Two Rolls-Royce Bergen C26:33L6PG,
spark ignition, lean-burn engines
fuelled entirely by LNG, develop
a combined output of 3,410kW
(approximately 4,574bhp) at 1,000rpm.
Using environmentally friendly LNG
eliminates sulphur emissions, brings
particulate matter close to zero and
reduces the discharge of CO2 and NOx
by 26 and 80-90 per cent respectively.
The main engines are coupled to
Rolls Royce US35 fully azimuthing
propulsion units of the latest type.
The Bergen gas-fuelled engines can
operate on low load without any
restriction, have a very quick and step-
less ramp-up time from 0 to 100 per
cent load, and are easy to service.
The LNG system was designed by
AGA Cryo and integrated with the
Rolls-Royce propulsion system. Rolls
Royce Acon control and monitoring
equipment is installed for the gas fuel
First of a
compact kind
POWERFUL & COMPACT
Bulani, the frst of a new compact ASD
tug built by Sanmar in Turkey, has been
completed for P&O Maritime for use
in the port of Maputo in Mozambique.
Designated the RAmparts 2400-PO60,
the tug is a shallow draft broad beam
vessel of 25.2m with a bollard pull of
60 tonnes, powered by Caterpillar
3512C main engines driving US 205FP
Rolls-Royce propulsion units. With
a speed of 12 knots, the new tug is
intended for in-harbour operations
and is confgured as a day boat.
ABOVE TSM Brehat and sister TSM
Albatre were designed by MacDuff Ship
Design in Scotland.
Pictured on duty as an ETV
in Dover, Anglian Earl has
been sold to the Resolve
Group in the USA.
ABOVE Sanmar Shipyard in Turkey have
completed Bulani, first of a new design.
TUGS
Jack Gaston
More new
tugs for
Multraship
ASD FIRE FIGHTERS
Dutch towage and salvage specialist
Multraship Towage & Salvage BV of
Terneuzen have taken delivery of the
new tugs Multratug 26 and Multratug
27 as part of their feet replacement
programme. The vessels are Damen
ASD 2810 tugs ordered in April 2013
from stock at Damen Shipyard in
Galati, Romania and handed over in
July. The virtually identical Damen
standard vessels are 28.67m by
10.43m with a draft (aft) of 4.80m,
equipped to the owners specifcations,
including FiFi1 fre-fghting systems.
A pair of Caterpillar 3516C TA HD/C
main engines are rated at 3,730kW
each at 1,600rpm (total 5,000bhp) to
drive Rolls Royce US 205 azimuthing
propulsion units incorporating fxed
pitch propellers of 2,400mm diameter.
During trials the tugs achieved a
bollard pull of 60 tonnes ahead and
55 tonnes pulling astern, and a free
running speed in either direction of
13.4 knots. Electrical power is supplied
by two Caterpillar auxiliary generators.
Hydraulic power is provided by pumps
driven by the main engines.
DOUBLE-ENDER
Construction has started on the frst
example of the unique Effcient
Double-ended Dynamic (EDDY) tug at
Holland Shipyards BV at Hardinxveld-
Giessendam in the Netherlands. The
EDDY concept, frst conceived in
2008 by consultants Baldo Dielen
Associates, is a highly effcient double-
ended vessel with a fully azimuthing
propulsion unit at each end.
Designated the EDDY 30-65, the
frst vessel will measure 30m by
13.46m, with an operational draft of
4.75m. It will meet Bureau Veritas class
notations BV 1+HULL+ MACH, Escort
Tug, AUT-UMS Unrestricted Navigation.
A bollard pull of 65 tonnes is expected
with a top speed of 14 knots.
The propulsion system will be
diesel-electric, hybrid, with two
Mitsubishi S16R diesel main engines
coupled directly to a pair of Schottel
SRP 3000 propulsion units. Each SRP
3000 will have a 460kW electric motor
coupled to the opposite end of the
power input shaft.
The frst EDDY tug in build
Capsized
and sunk
ANCHOR HANDLER
The anchor-handling tug Gudri capsized
and sank in bad weather in the Bonny
River estuary in Nigeria on 5 November
2013. The tug was monitoring an LNG
carrier aground in the estuary at the
time. The tug crew and some local
offcials on board were rescued unhurt,
and the vessel was last reported as
lying on its side partially submerged.
Gudri (pictured) is the former
Typhoon, well known to many in
the deepsea towage and offshore
industries. Built in 1976 for Wijsmuller,
the 50m twin-screw anchor-handler
was powered by Werkspoor diesels
developing a total of 9,200bhp, for
a bollard pull of 116 tonnes. The tug
became Smitwijs Typhoon in 1999 and
was sold to Jampur in Dubai 2012.
ABOVE The prototype
of an entirely new tug,
EDDY Tug, is under construction at
Holland Shipyards in the Netherlands.
The choice of propulsion system
offers considerable fexibility, enabling
the EDDY to sail in hybrid
transit mode using one or two
generators and the electric
motors at speeds of up to
nine knots.
Multratug 26 and
27 are equipped for
fire-fighting and
were ordered as
part of Multraships
fleet replacement
and modernisation
programme.
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ABOVE: SMS Towage are offering a new shiphandling service in the port of
Belfast with the tugs Irishman and Masterman. ALAN GEDDES
SMS opens in Belfast
HARBOUR TOWAGE
SMS Towage Limited started a new
harbour towage service in Belfast
on 1 October 2013 with two modern
and highly-manoeuvrable tugs in
competition with the established
towage provider Svitzer.
The independent Northern Irish
company is trading under the well-
established brand of SMS Towage,
which operates on the river Humber
and at South Wales ports. The vessels
deployed in Belfast are the ASD tugs
Irishman and Masterman. Irishman is
an established member of the SMS
feet and was built in Japan.
Masterman is an agile and powerful
ASD tug originally built by Sanmar
in Turkey to their Ulupinar design
in 2009 for the German owner H
Schramm & Sohn as the Max. The
24.39m tug is powered by two
Caterpillar 3512 diesels.
I
n the late 1930s the
Royal Navy underwent
considerable expansion
and modernisation
as the prospect of
hostilities with Germany
increased. Between 1936 and
1939 ve battleships of the
King George V class and six
eet aircraft carriers of the
Illustrious class were ordered.
These 11 ships were to
provide the nucleus of the
British battle eet in World
War II, supplemented by
various largely elderly earlier
battleships and carriers. The six
carriers were completed in three
different groups as the design
evolved. Four were completed
in 1940-41 and were constantly
in the thick of action during the
war, while the other two were
not completed until 1944.
The most modern carrier in
the pre-war eet was Ark Royal,
completed in 1938 and capable
of carrying 72 aircraft, which
were stowed in two hangars,
one above the other. While she
had 4.5-inch side armour and
armoured protection over her
main machinery and boilers,
magazines and aviation fuel
Paul Brown profiles the Illustrious class, the Royal
Navys most potent aircraft carriers of World War II.
In the thick
of action
tanks, she lacked fully armoured
decks, making her vulnerable to
shore-based bomber aircraft.
It was decided to address this
shortcoming in the new class by
tting three-inch-thick armour
to the ight deck over the
hangar and to the hangar deck
itself, with 4.5-inch side armour
and hangar end bulkheads,
thus creating an armoured box
around the hangars.
Supporting the 1,500-ton
weight of each of the armoured
decks was a major design
challenge, and 6ft-deep deck
beams were provided. Because
of this there was height for
only one hangar (of 16ft
height) and the number of
aircraft that could be stowed
was halved when compared
with Ark Royal. The three-inch
deck armour was designed to
withstand 500lb bombs. The
rst three ships Illustrious,
Victorious and Formidable
were completed to this design.
The reduced aircraft capacity
was a cause for concern, and
the design of the fourth ship,
Indomitable, was modied
to include a 16ft-high lower
half-hangar, increasing the
ABOVE Formidable after being struck by a Japanese suicide (Kamikaze) plane while
off the Sakishima Islands, where she was operating in support of the Okinawa
landings in May 1945. Fire-fighters are spraying foam onto the burning wreckage of
the aircraft, and the island structure of the carrier has been badly scorched.
ABOVE The launch of Indefatigable on
8 December 1942 at Clydebank. Her
completion was delayed by periods
of suspension, as the construction of
escorts was given priority.
HMS Victorious with Sea Fury
aircraft on deck, in a post-war
view taken before 1950. Her
early post-war service included
trooping duties bringing
servicemen back from the
Far East, and a period in the
Training Squadron.
AIRCRAFT CARRIERS
aircraft capacity from 36 to 48,
and the upper hangar height
was reduced from 16ft to
14ft. The hangar side armour
was reduced from 4.5-inch to
1.5-inch, and the hangar end
bulkheads from 4.5-inch to
2.5-inch, a major sacrice in
protection.
The design of the last
two ships, Implacable and
Indefatigable, was further
modied with an enlarged lower
hangar, increasing the number
of aircraft to 60, but both
hangars were of 14ft height,
which was to limit the types of
aircraft that could be stowed.
Illustrious had a full load
displacement of 28,600 tons
and was powered by three
Parsons single reduction
geared turbines, producing
110,000shp and giving a speed
of 30.5 knots. She was armed
with 16 4.5-inch dual-purpose
guns in twin mountings, 48
two-pdr anti-aircraft guns
and eight 20mm AA guns.
During the war the anti-aircraft
armament was increased by the
addition of 44 more 20mm and
three 40mm guns.
The combination of a
permanent deck park and
outriggers allowed the rst
group of ships to increase their
aircraft capacity to 52, while
the capacity of Indomitable was
increased to 56. The wartime
complement of Illustrious was
1,997, including the air wing.
ABOVE Formidable at sea during the war, with Swordfish biplanes on deck, some with their wings folded. The opening for the
forward deck lift, which carries aircraft between the flight deck and hangar, can be clearly seen.
ABOVE A post war view of Illustrious at speed. Her post-war service was mainly limited to trials and training, and periods in
reserve, before she was sold in 1956 for breaking up at Faslane.
War theatres
The ships gave extensive war
service, being at the centre
of many naval operations in
the major war theatres of the
Atlantic, Arctic, Mediterranean,
Indian Ocean and Far East.
Illustrious was completed in
May 1940 and was deployed to
the Mediterranean, providing
distant cover for convoys and
leading the successful attack
on the Italian eet at Taranto
on 11-12 November 1940.
Two strikes by her Swordsh
torpedo bombers crippled three
Italian battleships for the loss
of just two aircraft, in what
was the Fleet Air Arms most
convincing victory to date.
On 5 January 1941
Illustrious herself sustained
major damage and many
casualties during an attack by
Ju 87 dive bombers 60 miles
west of Malta. Two bombs
exploded in the lowered deck
lift, wreaking havoc in the aft
section of the hangar. Another
bomb plunged straight through
the armoured deck and caused
further devastation in the
hangar. While temporary repairs
were being carried out at
Malta, the ship was hit by two
more bombs. She was sent to
the US Navy yard at Norfolk,
Virginia, for permanent repairs,
but during the return passage
to the UK in December 1941,
accompanied by Formidable
in very heavy seas and poor
visibility, she ploughed into the
stern of her sistership and had
to be docked at Liverpool for
repairs (while Formidable was
repaired at Belfast).
In 1942 she was in the
Eastern eet, and covered the
assault on Madagascar, while
1943 was spent in the Home
Fleet, including offensive action
on the Norwegian coast, and
in the Mediterranean, where
she supported the Salerno
landings. During 1944 and
1945 Illustrious was in the
East Indies and the Pacic and
launched air strikes against
Japanese forces and airelds.
Victorious was completed
in May 1941 and joined the
Home Fleet. In May she
joined the group hunting for
Bismarck and, even though
they had not yet worked up,
her Swordsh aircraft launched
a torpedo strike on the German
battleship, but the one hit did
little damage. She subsequently
launched air strikes against
targets in Norway and provided
cover for Arctic convoys.
In 1942 she was deployed to
the Mediterranean, providing
cover for Malta convoys and
the North Africa landings. In
November, as she was returning
to the UK, her aircraft attacked
U517 with depth charges,
causing heavy damage, which
led the submarines crew to
scuttle their boat.
In 1943 Victorious was
detached to the Pacic to join a
US Navy task force supporting
landings of US forces. In 1944
she rejoined the Home Fleet
and on 3 April her Barracuda
bombers attacked Tirpitz in
northern Norway, damaging
the German battleship, though
three aircraft were lost. In July
1944 she joined the Eastern
eet at Colombo and for the
next 12 months was engaged
in numerous operations against
ABOVE Victorious, after her major modernisation, leaving Portsmouth. Her angled
flight deck is clearly shown, as is the Type 984 radar scanner atop the island
superstructure.
ABOVE Indomitable during her Pacific service in 1945. Her aircraft carried out
attacks on Japanese oil refineries and airfields, and she supported the Okinawa
landings, during which she was damaged by kamikaze attacks on three occasions.
ABOVE A wartime view of Formidable, with her aircraft ranged on the flight deck
and the 4.5-inch guns raised to maximum elevation.
Victorious at full speed in 1960
with Sea Vixen aircraft on deck.
Following her modernisation,
she has new boilers but retains
her original steam turbines.
AIRCRAFT CARRIERS
with Victorious, as well as the
landings in Sicily and Salerno
in July 1943. In August 1944
Formidable, now part of the
Home Fleet again, launched
an attack with Indefatigable
on Tirpitz, and two hits were
recorded. In 1945 she went to
the Pacic where she was soon
in action, including at Okinawa
and attacks on mainland Japan.
The carrier twice sustained
damage when kamikaze aircraft
crashed onto her ight deck.
Indomitable was completed
in October 1941 and joined
the Eastern eet, providing
air cover for the Madagascar
landings. In August 1942 she
was escorting a Malta convoy
when it came under heavy air
attack and she was hit by three
bombs, and had to go to the
USA for repairs. In June 1943
the ship returned to the Med
A post-war view of Indefatigable entering harbour, probably
taken in the early 1950s, when she was flagship of the Training
Squadron. She was sold for breaking up in 1956.
ILLUSTRIOUS CLASS
NAME DISPLACEMENT
(full load) tons
BUILDER LAUNCHED COMPLETED FATE
ILLUSTRIOUS 28,619 Vickers-Armstrong, Barrow 5.4.1939 25.5.1940 Sold for breaking up at Faslane 1956
VICTORIOUS 28,619 Vickers-Armstrong, Tyne 14.9.1939 15.5.1941 Sold for breaking up at Faslane 1969
FORMIDABLE 28,619 Harland & Wolff, Belfast 17.8.1939 24.11.1940 Sold for breaking up at Inverkeithing 1953
INDOMITABLE 29,730 Vickers-Armstrong, Barrow 26.3.1940 10.10.41 Sold for breaking up at Inverkeithing 1953
IMPLACABLE 32,110 Fairfeld, Govan 10.12.1942 28.8.1944 Sold for breaking up at Inverkeithing 1955
INDEFATIGABLE 32,110 John Brown, Clydebank 8.12.1942 3.5.1944 Sold for breaking up at Dalmuir and Troon 1956
Japanese forces in the East
Indies, Japan and the Pacic.
Kamikaze attack
Formidable was completed in
November 1940 and joined
the Home Fleet. In March
1941 she moved to the
Mediterranean and, in the Battle
of Matapan on 28-29 March
1941, her aircraft disabled
an Italian cruiser with their
torpedoes. In May Formidable
sustained major structural
damage from air attacks during
the evacuation of Crete and had
to follow her sister, Illustrious,
to the USA for repairs. She
then served in the Eastern eet,
providing air cover for the
Madagascar landings, before
replacing Indomitable in the
Mediterranean in August 1942.
She covered the landings
in North Africa in November
and, while covering the Sicily
landings the following month,
was hit by an aerial torpedo,
necessitating another trip to the
USA for repairs. Indomitable
returned to service in July 1944
and was sent, with Victorious,
to the Eastern Fleet, and a year
of intensive action followed
in the Indian Ocean, East
Indies and, later, the Pacic,
earning her battle honours at
Palembang and Okinawa.
Indefatigable was completed
in May 1944 and was soon
in action in operations off
Norway, including the attacks
on Tirpitz. In December 1944
she joined the British Pacic
Fleet (which had been formed a
month earlier from elements of
the Eastern Fleet and included
Illustrious, Victorious and
Indomitable) and was engaged
in operations to support the
Okinawa landings. She was
then deployed off Japan to
attack installations and shipping.
Implacable was completed
in August 1944 and joined
the Home Fleet, taking part
in operations against coastal
shipping and airelds in Norway.
In April 1945 she joined the
British Pacic Fleet, by which
time all of her sisterships
were similarly employed.
With joinedVictorious and
Formidable she launched
attackson targets in Japan.
Modernisation
After the war it was decided
that the ships would have to
be reconstructed to be able
to operate modern aircraft.
A hangar height of 17ft was
needed and aircraft weight
would be up to 30,000lbs,
compared with 20,000lbs, at
most, in the original design.
Victorious was taken in hand at
Portsmouth in October 1950
for what turned out to be a
very lengthy and expensive
modernisation, with the ship
rebuilt from the hangar deck up.
The reconstruction was
delayed by changes to the
specication and the belated
decision to replace the boilers,
by which time the armoured
deck had been retted,
resulting in much of the
completed work having to be
dismantled. A new 8-degree
angled ight deck, two steam
catapults, Type 984 radar
and six twin three-inch guns
were tted, and her full load
displacement increased to
35,500 tons. The work was
ABOVE The modernised Victorious being refuelled at sea by RFA Orangeleaf. Victorious saw much service in the Far East during the 1960s.
Victorious leaving Singapore, flying a paying-off pennant. She was sold in 1969 for breaking up at Faslane.
nally completed in January
1958, at a cost of 30 million.
By this time, plans to
modernise other members
of the class had long been
dropped and the other ve
ships had all been scrapped.
Victorious served in waters close
to home and east of Suez until
1966, but a re in November
1967, while the ship was being
retted, led to her being retired
from service prematurely, a
decision inuenced by the
run-down of the carrier eet
asBritain withdrew forces from
east of Suez.
SHIPS IN FOCUS PUBLICATIONS
John and Marion Clarkson 18 Franklands, Longton,
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Phone 01772 612855
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SHIPS IN FOCUS
RECORD 56
Contents include: Great Yarmouth
Shipping Co. Ltd., Part 1,Clarendon
Dock, Belfast, South West Scenes
3: Fowey, Steam twilight at
Aberdeen harbour, Bosuns locker,
British Phosphate charters, Record
Books: Talbot-Booth, British cargo
ships and the 1940 Norwegian
Campaign, Part 1, J. and C. Harrison
follow-up, The tussle for the Circular
Saw and Index to Record 53 to 56.
WHY NOT TAKE OUT A SUBSCRIPTION?
FOUR ISSUES
31.00 UK. 34.00 elsewhere
J LAURITZEN Part 2, Skibene
i arene 1952 to 2013 Ole Stig
Johannesen history in Danish
and English, feet list in Danish
only excellent illustrations h/b
240pp 55.00
SMITS
SHIPPING
(Stegro)
h/b 192pp
20.00
P.A.van ES
& CO. 1877-
1985 Smith
& van Ommeren 1913-1968
(Stegro) 206pp 20.00
PHS.van
OMMEREN N.V. (Stegro) h/b
432pp 20.00
MALTA
DRY-DOCKS
1963 2010
including
Malta Shipyards Ltd. Malta Ship-
building Co. Ltd. and Manoel
Island Yacht Yard Michael Cas-
sar s/b 328pp 21.50
FROM PLYMOUTH TO PIETA
HMS Hibernia, L-Arbanja at
the Grand Harbour, Malta
Michael Cassar history of HMS
Hibernia - completed 1804,
broken up 1903 s/b 94pp
10.50
LOWESTOFT FISHING
VESSELS REMBERED
Wrecked, Sunk and
Missing Vessels of the
Lowestoft Fleet 1939
1991 Malcolm R White
illustrated s/b 116pp 12.95
JUST OUT - ELLERMAN LINES by
Ian Collard 16.99
DOCKSIDE DELIGHTS
Dock, Harbour and Seaside
Scenes by Lowestoft
Photographer Ernest
Graystone, compiled by
Malcolm White s/b 64pp
9.95
FERRY & CRUISE ANNUAL
2014 s/b 128pp 18.50 our price
17.50
THE UNSEEN BRITANNIC The
Ship in
Rare
Illustra-
tions
Simon Mills from building
to present day h/b 128pp
20.00 now 19.50
PORTS OF SCOTLAND YEAR-
BOOK 2014 s/b 300pp 23.00
GIANTS OF THE
SEAS The Ships
that transformed
Modern Cruising
Aaron Saunders
illustrations nearly all colour h/b
192pp 30.00 our price 28.00
THREE GREN-
WICH BUILT SHIPS David C
Ramzan Indiaman Princess
Louisa, clipper Halloween and
frigate Dolphin illustrated s.b
192pp 17.99 now 17.50
RMS QUEEN
MARY 2 2003
ONWARDS Owners Workshop
Manual Stephen Payne
an insight into her design,
construction and operation
with many
illustrations h/b
180pp 21.99
DOWN TO THE SEA IN SHIPS
Horatio Clare voyages on con-
tainer ships h/b 278pp 20.00
WATER UNDER THE KEEP Memo-
ries of the Sea Robin Burnett life at
sea starting 1950 h/b 164pp
LAST DANCE OF
THE VESTRIS Clint
Olivier Fwd by R W
Warwick s/b 192pp
9.50
THE BRITISH CRUISE SHIP An
Illustrated
History
1844 to
1939 Ian Collard s/b 128pp
19.99 our price 19.50
A YEAR IN THE LIFE OF
THE P & O CRUISE FLEET
Sharon Poole and Andrew
Sassoli Walker many il-
lustrations colour and black
and white s/b 128pp 19.99
our price 19.50
21 CENTURIES OF MARINE
PILOTAGE The History of
the United Kingdom Pilots
Association Harry Hignett lightly
illustrated h/b 260pp 16.00
BLUE
FUNNEL
LINE
A Photographic History Ian
Collard reprint of 2010 edition
128pp s/b 19.99 19.50
POST-WAR CANADIAN PA-
CIFIC LINERS Empresses of
the Atlantic William H Miller
illustrated in colour and black and
white 128pp s/b 19.99 19.50
PORT OF TILBURY in the 60s
and 70s Campbell McCutcheon
photo book with short captions
128pp s/b 12.99 12.50
TRAMP
SHIPS An
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History Roy
Fenton 176 pages with over
300 photos, follow up to Coast-
ers h/b 30.00 our price 29.00
Malcolm Fife recalls some of the ships he has seen at the port of Leith since
the 1970s, and also briefly looks at how the port has developed.
T
he port of Leith
on the southern
shore of the Firth
of Forth serves
Edinburgh,
Scotlands capital city. It is
among the largest enclosed
harbours in the country. Once
Roman galleys made use of the
sheltered anchorage a few miles
to the west at Cramond, and
there has been an important
harbour at Leith since medieval
times. Mariners were attracted
to the protected haven at the
mouth of the river known as
the Water of Leith. The curve
in the rivers course, close to
where it enters the Firth of
Forth, created a deep channel
which allowed vessels to
navigate and dock close to its
banks. The name Leith in fact
means slow-owing river.
The rst quays are thought
to have been constructed
around 1329. Mary Queen
Capital port
for Scotland
ABOVE The bulker Unter Den Linden (11,890gt) approaching the lock gates at Leith. She was built in 1971 in Japan.
PORT PICTORIAL
of Scots landed here to claim
her kingdom in 1561. During
that century the town of Leith
was besieged on a number of
occasions, despite the fact that
it was defended by a complex
system of fortications. The
following century saw further
strife when the ill-fated
Darien expedition sailed for
Central America in 1698. This
enterprise brought nancial
ruin to Scotland, as the
attempt to establish a colony
in that part of the world failed
miserably. The 18th century
saw the wooden quays replaced
by stone examples.
The rst enclosed docks were
constructed in the early years
of the 19th century. Ships,
however, were sometimes
unable to enter or leave the
port for several days at a time
due to a sand bar across the
mouth of the Water of Leith.
This problem was eventually
solved by the building of a
new pier and the extension of
another one. The success of
Leith in the 19th century was
in part due to the diverse range
of goods that were imported
and exported from it.
Locally mined coal was
ABOVE The immaculate lighthouse tender Pole Star (1,328gt), employed in servicing lighthouses when they were still manned,
pictured at Leith in autumn 1979. Based at Stromness, she was a frequent visitor to Leith. She was built in 1961 by Caledon
Shipbuilding and Engineering Co Ltd at Dundee and was sold in 1993.
ABOVE The diving ship Protee at Leiths Albert Dock in the winter of 1978. She was
operated by the French diving firm Comex.
ABOVE The small cargo vessel rof
Beaver (2,510gt) alongside at Leith in
spring 1978. This roll-on roll-off ship
was built in Germany in 1971 and was
operated by P&O ferries to transport
cargoes to Orkney and Shetland
until 1987.
The 2,478gt supply vessel Vickers Viscount berthed at Albert
Dock in winter 1978. The ship was based at Leith for work on
the offshore oilfields. In the late 1970s Leith was the main base
for Vickers ships involved in the North Sea oil industry. Vickers
Viscount was a diving support vessel which started her life in
1960 as the cattle carrier Meath.
ABOVE The Russian cruise ship Maxim Gorkiy (25,022gt) berthed at the Western
Harbour, Leith, In the late 1970s; visits by cruise ships were a rarity and only around
six or seven called each year. Although Maxim Gorkiy was operated under the
USSR flag, she was built in Germany in 1969. Around 800 passengers could be
accommodated. She was broken up in 2009. Leiths cruise business has gone from
strength to strength in the last ten years, with 37 ships being handled in 2013 and
vessels such as Island Sky, Grand Mistral, Silver Whisper and Azamara Quest all being
callers during the season. In fact, on the Firth of Forth during 2013 somewhere in
the region of 79 vessels and 95,000 passengers were handled.
BELOW The sludge ship Gardyloo
(1,695gt), based at Leith and operated
by City of Edinburgh Council, entering
the port in April 1979. When this
picture was taken, the ship had only
been in service for about a year. She
was built by Ferguson Shipbuilders at
Port Glasgow and continued to operate
from Leith until 1998, making three
trips a week to dump sewage in the
vicinity of the Bell Rock.
RIGHT The 13,439gt tanker Belgulf
Mercury being manoeuvred by tugs
near the lock gates in the Western
Harbour, May 1979. At this time tankers
were a frequent sight at Leith. This one
was operated by Gulf Oil (Belgium) and
was built in 1974.
ABOVE The 143gt tug Gunnet was based at Leith, and is pictured in Imperial Dock in
the summer of 1979. She was one of two tugs built for the Leith Dock Commissioners
in 1967 by the shipbuilders John Lewis and Sons at Aberdeen. Her sister vessel was
Inchcolm. The tug was steered by her propellers, as she had no rudder.
exported, as were spirits,
leather, paper, salt, sh,
woollens and so on. In
the other direction owed
foodstuffs, timber, wine, ax
and sugar. There were frequent
passenger services to London
in the days before rail. By the
1850s steamer services were
operated to Hamburg and
Rotterdam, and in the following
decades destinations to the Low
Countries were added.
The rst half of the 20th
century saw little investment in
the port. Some ships still inched
their way up the Water of Leith to
tie up next to the towns bustling
narrow streets. The port suffered a
decline in the years after World
War II, but the construction
of a huge new breakwater in
the 1960s, which created the
Western Harbour, helped to
revive the ports fortunes.
However, the following
decade saw Leith undergoing
a major transition. By then
oil had been discovered in
huge quantities off the coast
of Scotland, and its extraction
resulted in the growth of
many of the countrys east
coast ports. They expanded
to accommodate and service
a variety of vessels employed
in supplying the oil rigs and
carrying out survey work
PORT PICTORIAL
The authors view
When I visited the port of Leith
in the 1970s, with my camera
in hand, it was possible to walk
round the entire facility totally
unhindered. But now, in these
days of heightened security, this
is no longer possible. However,
good views can still be had from
the Ocean Terminal, a modern
shopping centre. Like many
other retail complexes, it stands
on an industrial site, in this case
the old shipbuilding yard. But
I am looking forward to the
day when a shopping centre is
demolished to be replaced by a
factory or a harbour! MF
The bulk carrier Elafina
(1973/14,801gt) being
manoeuvred by the tugs
Gunnet and Inchcolm in
Imperial Dock, summer 1979.
throughout the North Sea.
Some had been transferred
from the Gulf of Mexico, while
others had been adapted from
other roles. At this time Leith
also had its own oil jetties,
which were serviced by coastal
oil tankers. These are no longer
there, and the single container
crane, which had a relatively
short life span at this port, has
since disappeared.
Although the oil business,
and the container movements,
moved to the Grangemouth
site, Leith is still heavily
involved in the oil and gas
industry, with Bredero Shaw
(formerly British Pipe Coaters)
having a large facility in the
Port and still importing large
volumes of bare steel pipe
and exporting coated pipe to
the North Sea. Other regular
callers are ships owned by
Subsea 7 and French operator
Technip, who also have a
facility in Leith.
In the 1970s a large chemical
works producing fertilisers
loomed over the eastern end of
the docks and was serviced by a
nearby quay. It too has vanished,
as has the Henry Robb shipyard,
which struggled on until 1984.
On the plus side, many of the
derelict wooden warehouses
have been demolished and a
dedicated cruise liner terminal
has been built. Bulk cargo
vessels, large and small, were
frequent visitors to the Imperial
Dock, carrying coal for the
power stations on the shores
of the Firth of Forth. This
activity continued until very
recently, but now coal has
been increasingly replaced by
renewable energy as a source
ofelectricity.
ABOVE Spirit of British Columbia
(11,681gt) was built in 1993 to serve
on the Tsawwassen-Swartz Bay route,
together with sistership Spirit of
Vancouver Island. The passage time
is an hour and 35 minutes. The ships
sail through Active Pass, a narrow
passage separating Mayne Island and
Galiano Island in the Southern Gulf
Islands. The pass stretches 5.5km
from north-east to south-west with
two bends which are roughly at right
angles. Passengers on the crossing
have a good chance of seeing some
of British Columbias wildlife, which
ranges from seals to orcas.
LEFT Queen of Oak Bay (6,673gt) was
built in 1981 and is a double-ended
ferry which sails from Horseshoe Bay,
just north of Metro Vancouver to
Departure Bay on Vancouver Island.
She can carry 360 cars on her two
huge decks and is seen heading out
from the mainland.
A .. ..... ......
... ,...,..,..
.
.
.
.
.
.

.
.
.
.
,
British Columbia Ferry Services, better known as BC Ferries, serves the west coast of Canada. What
began in 1960 as a two-vessel, two-terminal operation has grown into one of the largest and most
sophisticated ferry systems in the world operating 35 vessels and calling at up to 47 ports, as shown in
David Faircloughs photo selection, with the author regarding it as the CalMac of Canada.
READERS ARCHIVE READERS ARCHIVE
ABOVE Spirit of Vancouver Island at Swartz
Bay, loading for another trip to the Canadian
mainland, showing her double-deck loading.
She sails through American waters for afew
minutes during her crossing.
ABOVERIGHT Coastal Inspiration (10,034gt) at
Tsawwassen awaiting departure to Namaino
on Vancouver Island. Three of these ships
were built in Germany, with Inspiration being
completed in 2008. She hit the headlines when
she crashed into the Namaino berth in 2011.
RIGHT Queen of Burnaby (4,556gt) is an
intermediate class ferry, and is set to be
replaced in the next few years. She crosses the
Strait of Georgia in an hour and 20 minutes
from Powell River on the northern Sunshine
Coast to Comox on Vancouver Island. The
veteran ferry was built in 1965.
Skeena Queen (2,942gt) spends
her day shuttling between Fulford
Harbour on Salt Spring Island in
BCs Southern Gulf and Swartz
Bay on Vancouver Island, close to
Victoria. She can carry 100 cars,
and is regularly full during the
summer months, as Salt Spring is
apopular destination.
All major cards accepted
Aviation, Naval & Military Art Specialist
ORIGINALS, COMMISSIONS, PRINTS, SEASCAPES ANDVENICE
See the artist in action on YouTube
RMS Queen Mary leaving NewYork
All naval periods covered for commissions also Seascapes, Yachts and other coastal scenes
Prints of Camperdown 2 editions from 35 plus P/P
Merchant, Royal Navy,US Navy commissions undertaken
HMS Hood
(HMS Prince of wales in background)
HMS Tiger
Artist
HOWARDBIRCHMORE
www.howardbirchmore.co.uk
T: 0118 9625656
E: howardbirchmore@hotmail.co.uk
BRITISH AIRCRAFT CARRIERS
DAVID HOBBS
A meticulously detailed history of British
aircraft-carrying ships from the earliest
experimental vessels to the Queen Elizabeth
class, currently under construction and the
largest ships ever built for the Royal Navy.
Chapters cover the design and construction of
each class, with full technical details, with
extensive summaries of every ships career.
ISBN: 9781848321380 400 PAGES
HARDBACK 45.00 36.00
SCOTLAND AND THE SEA
NICK ROBINS
Scottish engineering, ship-owning and
operating, as well as business and
entrepreneurial skills, played a major part in
the success of the Merchant Navy. This is the
first book to describe Scotlands remarkable
contribution to Britains development both
as an empire and as the worlds leading
maritime power in the nineteenth century.
ISBN: 9781848327504 256 PAGES
HARDBACK 19.99 15.99
Buy your books online today at: www.seaforthpublishing.com
Or Telephone: 01226 734222 (Quote: SM0314)
ALSO AVAILABLE IN WATERSTONES AND MANY OTHER HIGH
STREET BOOKSHOPS
Maritime book proposals are always welcome:
Info@seaforthpublishing.com
SHIP OF THE MONTH
Andrew Cooke profiles Royal Caribbeans cruise ship Adventure of the Seas,
which when built was a member of the largest class of cruise ship in the
world; she spent the summer of 2013 operating out of Southampton.
Adventure of the Seas
A
dventure of the
Seas is the third of
the ve Voyager
class cruise ships
designed and
built by Royal Caribbean
International, the company
founded in 1968 as Royal
Caribbean Cruise Line by a
trio of Norwegian shipping
companies. Her origins lie
in the companys continual
development of ever larger and
more luxurious cruise ships.
RCCLs rst ship, Song
of Norway, was introduced
in 1970, and by 1982 the
company had introduced Song
of America which, at 37,773gt,
was the third largest ship in the
world. In 1988 the company
built the 73,529gt Sovereign
ofthe Seas, which took the
titleof worlds largest cruise
ship and was soon joined by
two sisterships.
Between 1995 and 1998 six
Vision class near-sisters were
built, while the next ships to be
ordered by Royal Caribbean,
the Voyager class, pushed the
boundaries of cruising further.
In 1995 plans for this new and
even larger class of cruise ships,
developed under the Project
Eagle name, were taking shape,
taking into account ideas that
both regular and new cruisers
expected from a ship.
A series of innovative design
ideas were incorporated into
the new class of ship, with
the major feature being a
large multifunctional public
space. This took the form of a
Ground-breaker still going strong
Adventure of the Seas on
trials in 2001. STX FINLAND
ABOVE Adventure of the Seas ready for float out in Turku. STX FINLAND/JOUNI SAARISTO ABOVE Adventure of the Seas being floated out. STX FINLAND/JOUNI SAARISTO
ABOVE One of the six Wrtsil
12V46C engines being lifted ready for
installation. STX FINLAND/JOUNI SAARISTO
S
H
I
P
O
F
T
H
E

M
O
N
T
H
Adventure
of the Seas
The builders plate. The navigation bridge. The engine control room.
SHIP OF THE MONTH
Adventure of the Seas passes Calshot outward bound
from Southampton during her 2013 season. ANDREW COOKE
The triple-tier dining room. Decks 11,12 and 13, including the open air pools. The Lyric Theatre.
WWW.SHIPSMONTHLY.COM
ADVENTURE OF THE SEAS
OPERATOR Royal Caribbean Cruises
BUILT Kvrner Masa-Yards,Turku,
Finland
BUILDING Keel laid 17.6.1998,
launched 5.1.2001,
delivered 26.10.2001
COST $672 million
FLAG Bahamas
SIZE 311m x 38.6m x 8.6m
TONNAGE 137,276gt, 104,403 net,
11,033dwt
MAIN ENGINES 6 x Wrtsil 12V46C, 3 x
14MW Azipod propulsion,
two Azimuthing, one fxed
POWER 42,000 W (57,105hp), main
engine power 75,600kW
(102,790hp), 22 knots
CAPACITY 3,840 passengers (max,
1,557 cabins; 1,180 crew,
667 crewcabins)
120m atrium, which became
the Royal Promenade, but
providing a hollow space in the
centre of a ship created many
design challenges. However,
these were overcome, and
orders for ships of the class
were soon placed as Project
Eagle became the Voyager class.
The tender to build what was
then the worlds largest cruise
ship went to Kvrner Masa-
Yards in Turku, Finland (now
STX Finland). Following on
from Voyager of the Seas (1999)
and Explorer of the Seas (2000),
the keel was laid for the $672
million vessel, yard no.1346, on
17 April 1998. The 137,276gt
ship took to the water on 5
January 2001 and was delivered
on 26 October 2001. The nal
stages of the build and tting-
out of the ship were overseen
by Captain Arnolf Fredrik
Remo, who took the ship on her
delivery voyage to New York.
The events of 9/11 came just
before the ships delivery, and
it was a special and emotional
occasion when Adventure of the
Seas became the rst cruise ship
to sail into New York harbour
since that day, and RCI invited
around 3,600 employees and
families of the New York Police
and Fire Departments aboard
on a free two-day cruise. The
ship was named by the Mayor
of New York, Rudy Giuliani,
on 10 November 2001, while
the ships godparents are Tara
Stackpole and Kevin Hannan
(New York Fire Department)
and Margaret McDonnell and
Sergeant Richard Lucas (New
York Police Department).
Adventure of the Seas has
since operated Caribbean
and European itineraries,
and undertook her rst UK
season in May 2013, sailing
to the Mediterranean, Baltic
and Fjords in tandem with
Independence of the Seas.
Adventure has 15 public
decks and is around 63m
tall. She can accommodate
up to 3,840 passengers (in
1,557 staterooms) and has
1,180 crew. The total volume
of a Voyager class ship is
approximately 450,000m
3
and
the total deck area 137,000m
2
.
Engine power
Adventure of the Seas has a
cruising speed of 22.5 knots,
with power coming from six
Wrtsil 12V46C marine diesel
engines with a total output
of 103,345bhp. A diesel-
electric system provides the
power to three 14,000kW
Azipod propulsion units.
Two of these are azimuthing
(providing propulsion and
manoeuvrability) with one xed
pod in the centre. Each pod
contains a double wound three-
phase synchronous motor with
a four-bladed bronze propeller.
The electric motors are
mounted directly on each
propeller shaft. Four 3,000kW
KaMeWa bow thrusters are also
tted. The fuel consumption
at full speed is 10,637kg per
hour. The engine control room
is the nerve centre of the ship
and has been operational from
the moment it was completed
whilst the rest of the ship was
being built around it.
The statistics to summarise
the ship are eye-opening:
300,000 steel pieces were
used for the hull, of which
300,000m
2
are plates. The
carpeting covers 50,000m
2

and the ship carries 4,100 art
pieces worth an estimated $12
million. Adventure of the Seas
Adventure of the Seas in the Solent, bound for the Mediterranean. ANDREW COOKE
Cutaway of a Voyager
class cruise ship. RCI
BELOW: The Royal Promenade runs
through the centre of the ship.
ANDREW COOKE
SHIP OF THE MONTH
B
orn in 1955, Captain Ron
Holmes has worked at sea
since he was a teenager and
is now Master of Adventure of the
Seas. He joined the Canadian Navy
aged 17, working as an oiler in the
engine room from 1972. His Navy
service lasted four years before
he moved to the Merchant Navy,
where he served as a Deck Hand
and then as a Bosun aboard a
variety of cargo ships, bulk carriers,
supply ships and icebreakers.
Captain Holmes then attended
marine college in 1981 prior to
returning to sea as a Deck Offcer,
working on bulk carriers, tankers,
icebreaking supply ships in the
Arctic and deepsea vessels towing
oil rigs from Newfoundland to
Scotland. After nine years in the
Merchant Navy, he assumed his
frst command on the icebreaking
supply ship Terry Fox for Gulf Oil in
1985. The 88m 4,234gt vessel was
built in 1983, being acquired by the
Canadian Coast Guard (CCG) in 1992
and renamed CCGS Terry Fox.
Classed as a Heavy Gulf
Icebreaker, she is stationed at
CCG Base Southside in St Johns,
Newfoundland and operates in
the Gulf of St Lawrence during the
winter ice season and in Canadas
eastern Arctic during the summer
shipping season. She is now based
at the CCG Base in Dartmouth,
Nova Scotia and is expected to end
her career in 2020.
Ten years later, in 1995, Captain
Holmes joined Royal Caribbeans
Nordic Empress (1990/48,563gt,
still trading as Empress for
Pullmantur Cruises of Madrid), and
during this seven-week contract
with Royal Caribbean International
as relief Staff Captain he decided
he liked it so much that he stayed
with thecompany.
His next role was as Second
Offcer on Nordic Empress. He
was then assigned as Project Staff
Captain during the project to build
the frst of the Radiance class
ships, the 90,090gt Radiance of the
Seas, in 2001. This involved living in
Germany for six months while the
ship was being built at Papenburg.
So far Captain Holmes has
served on Adventure of the Seas
for fve years (as of June 2013) and
enjoys the role, as well as being
proud of his ship and crew. The
shift pattern is generally ten weeks
on and ten weeks off, depending
on the cruise schedule. Having
previously served the winter
months on Caribbean cruises from
San Juan, Puerto Rico, Adventure
of the Seas sailed to Southampton
to begin her frst season in the UK
on 4 May 2013.
Short cruises to Zeebrugge
and Le Havre followed, before the
frst full 16-night itinerary to the
Mediterranean, leaving on 9 May
and calling at Gibraltar, Barcelona,
Villefranche, Livorno, Civitavecchia,
Cagliari (Sardinia), Cadiz and Lisbon.
The rest of the season offered a
mixture of cruises to Southern and
Northern Europe, 15 itineraries
in all. The ship will return to
Southampton in 2014 following
a ten-day reft in March 2014.
The crew has to adapt to each
destination with different ports
and different climates, but that is
all in a days work.
Captain Holmes met his wife
Carol aboard Nordic Empress, while
highlights of his seafaring career to
date include a frst journey through
the Northwest Passage in the
Arctic while aboard the supply ship
Ikaluc.
Captain Ron Holmes tells Andrew Cooke about
Adventure of the Seas and how he came to
be working in the cruise industry.
O
n
t
e
B
r
i
d
g
e
is a oating resort, and it is not
uncommon for passengers to
spend most of their time aboard
the ship during a cruise.
The majority of the ships
public areas are located over
nine decks, from the Chapel
on Deck 15 to the 904-seat ice
rink/entertainment venue and
the lower level of the 1,362-seat
Lyric Theatre on Deck 2. Five
decks are used exclusively for
staterooms. The cuisine offered
by the 310-seat Windjammer
self-service restaurant on Deck
11 complements the 1,889-
seat triple-tier dining room on
Decks 3, 4 and 5, where the
centrepiece isa large atrium.
The three dining rooms
are named after composers
Vivaldi, Strauss and Mozart.
Each has its own galley, and in
a typical week guests consume
13,000lbs of beef, 11,000lbs of
seafood, 18,000lbs of potatoes
and 8,000 gallons of ice cream.
Around 2,100 metric tons of
water is consumed per 24
hours and 96,000 meals
are prepared a week. The
ship also offers spa, salon
and sports facilities.
The focal point on
the ship is the Royal
Promenade street at sea
on Deck 5, extending
up to Deck 8, with
staterooms overlooking
the promenade.
Adventure of the Seas
returned to Caribbean cruising
during the UK winter in
2013 but will be back at
Southampton for summer
2014 once she has received
Royal Advantage upgrades,
which include an outdoor
movie screen, ship-wide WiFi,
new Concierge and Diamond
lounges, and a change of the
Cafe Promenade and Portono
restaurants to the Park Cafe and
Giovannis Table. This is part
of a eet-wide $300 million
refurbishment scheme.
The title of worlds largest
cruise ship passed to the
Freedom class trio in 2006 and
then to Oasis and Allure of the
Seas in 2009. So Adventure of
the Seas now ranks as joint 16th
largest cruise ship, along with
her sisters Voyager of the Seas and
Explorer of the Seas. And in 2015
she will be joined at Southampton
by the 167,800gt Anthem of
the Seas, which will replace
Independence of the Seas.
V
isitors to many
places on the east
coast of England
will have noticed
that, on the
offshore sandbanks, arrays of
wind turbines have sprung
up in the last few years. On
clear days, and depending on
how far away they are, the
windfarms are clearly visible,
with some dominating the
skyline. Offshore wind turbines
generate up to 50 per cent
The booming windfarm construction industry
has seen the development of a wide variety
of support and service ships to provide the
necessary infrastructure for installing wind
turbines offshore. These photographs by the
Dutch aerial photography company Flying Focus
illustrate some of the variety of ships operating
around the North Sea windfarms.
more electricity than their
land-based counterparts, and
are therefore a more attractive
and economical opportunity to
generate green energy.
Not only on Englands east
coast are there windfarms,
however. Throughout much
of the North Sea, off Belgium,
the Netherlands, Germany,
Denmark and Ireland,
windfarms have sprung up and
new sites are being developed
all the time, resulting in the
development of a relatively new
industrial sector that has come
to be heavily reliant on a huge
variety of ships of all shapes,
sizes and specications.
On 4 July 2013 the worlds
largest offshore wind farm,
the London Array, was
commissioned in the Outer
Thames Estuary. This single
windfarm, which generates
630MW of power, can be seen
from the Kent coast in the
Windfarms
supporters
WORK VESSELS
area of Long Sand and Kentish
Knock, between Margate
and Clacton. With 175 wind
turbines manufactured by
Siemens, the London Array is
able to supply electrical power
to half a million British homes.
Building windfarms is
a complex and expensive
business, but with the massive
investment that is ongoing in
this area, many companies have
become involved to benet
from the opportunities on offer.
Installing the wind turbines
themselves is left to specialist
vessels. For the London Array,
the installation vessel MPI
Adventure and jack-up barge
Sea Worker were employed.
MPI Adventure, which
measures 138.55m by 40.8m,
is propelled by three Rolls
Royce US 355 FP azimuth
thrusters. She has three
bow thrusters powered by
six Rolls Royce C25:33L-8
ABOVE Fully stacked with lower sections, nacelles and rotor blade, the installation
vessel MPI Adventure works on the London Array Offshore Wind Farm.
The self-propelled jack-up vessel
Seajacks Zaratan, operated by
Seajacks International from
Great Yarmouth, working on the
construction of the Gunfleet Sands
Offshore Wind Farm, off Essex.
Completed in 2012 by Lamprell
Energy, Dubai, the vessel can
operate in depths up to 55m and a
maximum wave height of 10m.
ABOVE The crane vessel Oleg Strashnov
en route from the Riffgat Offshore
Wind Park to Rotterdam. On the deck is
a Noise Mitigation System developed by
IHC Hydrohammer, which considerably
reduces the volume of noise generated
during underwater pile-driving. Oleg
Strashnov is fitted with the latest
technology, including a revolving
crane which has a main hook-lifting
height of 102m. There are 800-tonne
and 200-tonne auxiliary hooks and a
30-tonne trolley hoist. With deck space
totalling 3,700m
2
, Oleg Strashnov is
well suited for the installation of large,
heavy structures, while her hull shape
enables her to achieve a transit speed
of 14 knots, meaning she can move
between jobs quickly.
ABOVE The passenger vessel Wind Ambition (2008/13,336gt), owned by C-Bed Floating Hotels, is based at Schipol and was
deployed as a hotel island for the workers involved in the construction of the London Array Wind Farm. The 153m vessel has 150
single cabins. Wind Ambition was purchased and refitted by C-bed in mid-2010 and is now on charter to Siemens working on
the Walney 1 wind farm project in the Irish Sea using Liverpool as her base.
diesel engines. She has
accommodation for 112 crew,
with a maximum of 200 people
able to be accommodated.
Her equipment includes a
crane which has a capacity of
1,000 tonnes at 25m radius for
installing wind turbines.
The 14,739gt turbine
installation vessel was built
in 2010 by Cosco Nantong
Shipyard, China, along with
her sistership MPI Discovery.
These vessels are said to be the
worlds most advanced and
most efcient WTIV in terms
of jacking speed, deck space,
lifting capacity and positioning
capabilities. They not only
install turbines, but can also
transport them to the sites.
Along with the specialist
installation vessels, heavylift
cargo ships are employed to
transport the various turbine
parts either to the port from
where they are to be installed
LEFT The Isle of Man-flagged
151m self-propelled barge Seafox 5
(19,697gt/11,013dwt) was completed
in 2012 and delivered to Workfox BV
Ltd of Hoofddorp. She is pictured in
March 2013 heading for Flushing to
collect new wind turbine parts. She has
a transit speed of eight knots and a top
speed of ten knots.
ABOVE The installation vessel MPI
Adventure, operated by Vroon
subsidiary MPI, being loaded at
Flushings BOW terminal with transition
pieces intended for construction of
the London Array Offshore Wind Farm.
Numerous ports, in both the UK and
Europe, have benefitted from the
massive investment in wind farms.
or to the windfarm itself. As
well as installing the turbines,
support vessels, such as safety
craft and standby tugs, are also
employed, with several ports
dedicating special areas just to
windfarm support craft.
By 2020 the UK government
hopes that 15 per cent of
the UKs energy will come
from renewable sources,
with wind energy making a
key contribution. And while
wind turbines and windfarms,
particularly those on land,
might be controversial in the
UK, they have undoubtedly
provided work for numerous
specialist ships and thousands
of people and provided a new
lease of life for many ports.
WORK VESSELS
SOME WIND FARMS IN THE NORTH SEA
WIND FARM
CAPACITY
(MW)
TURBINES YEAR
KM TO
SHORE
COUNTRY
Alpha Ventus 60 12 2010 56 Germany
Beatrice 10 2 2007 23 UK
Blyth Offshore 4 2 2000 1.6 UK
Greater Gabbard 504 140 2012 23 UK
Gunfeet Sands 1 & 2 172 48 2010 7 UK
Horns Rev I 160 80 2002 18 Denmark
Horns Rev II 209 91 2009 32 Denmark
Hywind 2.3 1 2009 10 Norway
Kentish Flats 90 30 2005 10 UK
London Array 630 175 2013 20 UK
Lynn and Inner Dowsing 194 54 2009 5 UK
OWEZ 108 36 2008 13 Netherlands
Princess Amalia 120 60 2008 26 Netherlands
Scroby Sands 60 30 2004 2.5 UK
Sheringham Shoal 317 88 2012 17 UK
Thanet 300 100 2010 11 UK
Thorntonbank 30 6 2009 27 Belgium
ABOVE The 106m Maersk cable layer Maersk Recorder (2000/6,292gt), on charter
to CTC Marine Projects, assists with the laying of cables between the wind turbine
foundations of the Bard Offshore 1 Wind farm, 90km north-west of the German
Wadden island of Borkum, and the mainland.
The self-elevating crane vessel Wind Lift I (2010/7,962gt), operated
by Bard Logistik from Cuxhaven, raised on her four legs in the
Bard Offshore 1 Wind Farm.
For more photos and details
about offshore wind farm
installation and support ships,
the new book Offshore Wind
Energy is now available from
Flying Focus, PO Box 111,
1400 AC Bussum, Netherlands,
Tel +31 35 691 08 29, www.
flyingfocus.nl, email info@
flyingfocus.nl. The 96-page
hardback full colour book
contains many outstanding
photos of the huge variety of
ships involved in windfarms.
One of a number of new wind
turbine installation vessels
is the 147.5m 2012-built
heavy-lift Innovation, which
is owned by HGO InfraSea
Solutions. She is pictured
here installing tripod wind
turbine foundations for the
Global Tech Offshore Wind
farm in the German Bight.
The floating sheerlegs Matador 3 unloading
transition pieces and monopiles from
the Chinese heavylift vessel Zhen Hua 24
(1986/37,879gt) intended for a Britsih windfarm.
Following on from the preservation files covering submarines and tugs, Nicholas
Leach looks at preserved lifeboats, which can be found both in the UK and abroad.
T
he larger the vessel,
the more costly
and challenging
its preservation.
And so while
the preservation of warships,
submarines, tugs and passenger
ships is so expensive that an
organisation or trust is needed
for such an undertaking,
keeping lifeboats aoat after
they have ended their life-
saving careers is somewhat less
expensive and can therefore
be undertaken by individuals.
This article will provide a brief
overview of some of the historic
lifeboats that can be seen around
the UK, Ireland and Europe.
Because preserving lifeboats
is relatively affordable, a
plethora of historic lifeboats can
be seen around the country,
with ownership spread among
various individuals and groups.
Many are in museums and
belong to trusts or heritage
organisations, while a large
number are privately owned
and used as pleasure craft, with
their owners often keeping
them in as original a condition
as possible, although some
alterations are usually made to
provide accommodation.
Although the Royal National
Lifeboat Institutions role
is saving lives at sea, the
charity has recently set up a
subsidiary charity, the RNLI
Heritage Trust, to preserve the
organisations history by caring
for objects that tell the story
of the service since 1824. This
includes a number of historic
lifeboats, which are now on
display in museums funded and
maintained by the Trust.
These museums include the
Grace Darling Museum in
Bamburgh, the Zetland Museum
in Redcar, which houses our
oldest surviving lifeboat, Zetland,
built in 1802, and the Henry
Blogg Museum in Cromer. This
tells the history of Cromers
lifeboats and of Henry Bloggs
most famous rescues. For 37
years he served as Coxswain
at Cromer, and in the now-
preserved lifeboat H. F. Bailey,
which is the centrepiece of the
museum, undertook some of
the most famous rescues in the
history of the RNLI.
The Trust is also responsible
for the Historic Lifeboat
Collection at the Historic
ABOVE The oldest lifeboat still in existence is Zetland, which was built in 1802 and is
now on display at Redcar. She is credited with saving 500 lives in 80 years of service,
being crewed by the fishermen and local pilots. ALL PHOTOS BY THE AUTHOR
P
re
s
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r
v
in
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t
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PRESERVATION FILE
ABOVE The but immaculately
preserved Watson class motor lifeboat
Guy and Clare Hunter originally served
at St Marys on the Isles of Scilly, but is
now privately owned in Donaghadee.
She is pictured in Fowey attending the
gathering of ex lifeboats at the Cornish
port which takes place every year.
Dockyard in Chatham, Kent,
which boasts the UKs largest
collection of historic lifeboats.
These include the prototype
Waveney lifeboat 44-001, an
unusual 28ft Harbour lifeboat
used in Dublin Bay, the Arun
class lifeboat Edward Bridges,
as well as pulling and sailing
lifeboats, early motor lifeboats
like B. A. S. P. and post-war
motor lifeboats such as the 52ft
Barnett St Cybi (Civil Service
No.9), which was involved in
the epic rescue of the Greek
motor vessel Nafsiporos off
Anglesey in 1966.
Many other lifeboats are
preserved in museums, and
down the road from Cromer
at Sheringham is a unique
collection of that towns former
lifeboats. Three lifeboats that
served the station consecutively
from 1904 to 1990 are
preserved in the Mo Museum,
which was opened in 2010 and
displays the three beautifully
preserved lifeboats J. C.
Madge, Foresters Centenary and
Manchester Unity of Oddfellows
among a variety of other
displays relating to the town.
New projects to preserve
and restore lifeboats are being
set up all the time. Recently
a group has been established
to preserve the history of the
Thames Ironworks company,
and this Trust aims to acquire,
restore and rebuild four old
lifeboats, all of which are over
100 years old and include
Helen Smitton, John Ryburn
and Frederick Kitchin, three of
the earliest motor lifeboats to
be built by the RNLI.
Another newly-established
The historic former Ballycotton
lifeboat Mary Stanford, moored in
Dublins Grand Canal Basin, in need
of some care and attention.
The Manchester
Unity of Oddfellows
is one of three
former Sheringham
lifeboats now
preserved and on
display at the towns
Mo Museum.
ABOVE An amazing spectacle on the Frisian Island of Ameland, on the north coast
of the Netherlands, is the launch using horses of the lifeboat Abraham Fock. The
preserved but fully operational lifeboat is drawn by a team of ten horses from her
boathouse in the village of Hollum through the village and polder and over the dyke
to the beach. Demonstration launches take place several times a year, and the noise
of the horses and the carriages metal tracks on the road can be deafening as the
boat is rapidly taken to the launch site on the beach south-west of Hollum in the
channel between Ameland and Terschelling. Hundreds of people turn out to watch
each launch, and it is a major tourist attraction on the picturesque island.
ABOVE Former Netherlands lifeboats Neeltje Jacoba (built 1930) and Hilda (built
1922), now privately owned, departing Lemmer in September 2012 after a gathering
organised by Oude Redding Glorie, whose members all own former lifeboats.
ABOVE The famous Cromer lifeboat H. F. Bailey, built in 1935, is the centrepiece
of displays in the purpose-built Henry Blogg Museum at Cromer. She was used for
some of the most famous rescues undertaken in the history of the RNLI.
ABOVE In France is a large collection of old lifeboats owned by Simon Evans, who
has a boatyard at Migennes on the river Yonne south of Paris. The former Aberdeen
lifeboat George and Elizabeth Gow is one which has been fully restored, and is
pictured with Simon at the helm, while many others are kept in varying states of
repair. He has acquired the boats over many years, taking craft that would often
otherwise be broken up, and the collection includes two Dunkirk Little Ships.
project has seen efforts being
made in Ireland to raise funds
to purchase and return the
former Ballycotton lifeboat
Mary Stanford to her original
home. She has been languishing
in Dublin for many years,
uncared for and deteriorating,
despite being one of the most
famous lifeboats in the history
of the RNLI, thanks to a rescue
in 1936.
This saw her volunteer crew,
led by Coxswain Patrick Sliney,
spend over 60 hours at sea, in
a successful attempt to save
six men from the Daunt Rock
lightship. The Gold medal was
awarded to Coxswain Sliney,
with Silver and Bronze medals
going to the rest of the crew
for this incredible rescue.
A number of lifeboats have
been sold abroad by the RNLI
to continue their life-saving
careers. In Iceland no fewer
than 15 Arun class lifeboats
continue in service, while 18
recently-sold lifeboats serve
in China with the Salvage and
Rescue Bureau. A number of
former Waveney class lifeboats
were shipped to New Zealand
and Australia in the 1990s and
2000s, where they remain,
while the RNLI has also
recently sold Canada and the
Seychelles lifeboats.
Among the many notable
privately-owned lifeboats that
can be found around the coasts
are traditional lifeboats from
the immediate pre- and post-
war eras, including Michael
Stephens, Samuel and Marie
Parkhouse, Guy and Clare
Hunter and Herbert John.
These have all been lovingly
restored and maintained to
a largely original condition,
keeping alive the memories
of their dedicated volunteer
crews and showing today what
life-saving of yesteryear was
like. And many can be seen
at rst hand at the ex-lifeboat
rally, held annually at Fowey in
Cornwall in the summer, with
usually at least six privately-
owned boats in attendance.
Not only have lifeboats been
preserved in the UK, but many
old lifeboats can also be seen in
Europe. Of particular note is
the Oude Redding Glorie (Old
Rescue Glory) organisation
in the Netherlands, whose
members own or are involved
with historic lifeboats, the
majority of which are from the
original Dutch rescue services,
KNZHRM and KZHMtRvS.
The organisation is very
active, and has regular get-
togethers of the old boats,
with the annual gathering
at Lemmer, held on the last
weekend in September, being
the main one. The sight of up
to 30 historic lifeboats, many
over 20m in length, moored
along Lemmers quaysides is an
extremely impressive one.
But as with all types of
vessel, not all lifeboats can be
preserved, and many have been
broken up or are left to rot,
forgotten by owners who have
either lost interest or found
them to be too expensive. Even
though lifeboats are relatively
small compared to many other
vessels, maintaining, restoring
and preserving them can still be
very costly, so the owners and
organisations currently ensuring
our life-saving heritage is
preserved are to be applauded
for their efforts, particularly as
most are run by volunteers.
www.shipsmonthly.comMarch 2014 45
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Rare, out-of-print, and collectable.
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Tel: 01436 676453
Email: george@mclarenbooks.com
Web site www.mclarenbooks.com
HOLIDAYS
PUFFER STEAMBOAT HOLIDAYS. Cruise
sea lochs and canals of Scotlands West
Coast in an original coal fired steam Puffer.
Nick Walker, The Change House, Crinan Ferry,
Lochgilphead, PA31 8QH. Tel: 01546 510232.
BOOKS
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FOR SALE AND WANTED, Waterline Ship
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WANTED
www.colin-hall-publishing.co.uk
All DVDs 14.95 post free fromColin Hall, Top Floor,
Charford Manor, Breamore, Fordingbridge, Hants SP6 2DS.
SHIPS OF CORNWALL
A 1HR 57MIN FILMCOVERING PENZANCE, FALMOUTH AND FOWEY FILMED
2008-9
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A 2 HOUR DVD HALF OF WHICH IS DEDICATED TO THE FINAL
SAILINGS OF THE QE2 INCLUDING HER FINAL DEPARTURE. 14.95
SHIPS OF THE DORSET PORTS FILMED 2007-11, 1HR 37MIN.
Ships of Portsmouth Harbour 1hr 45mlmed 2007 11, Ships of Southampton
Water 91 min DVD lmed in 2008 and Ships off the Eastern Wight a 1hr 45min
DVD lmed in 2008 10.
We also have Bus and Train DVDs
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A range of quality art prints for the discerning ship-lover
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POSTCARDS
VINTAGE SHIPPING POSTCARDS Extensive
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Cruising
down
the river
Ted Scull takes a trip with Pandaw River Cruises,
which harks back to the Irrawaddy Flotilla Company.
P
andaw River
Cruises, based in
Southeast Asia and
Scotland, rst came
to my attention
about 12 years ago, when I saw
a set of intriguing photographs
of a pre-war colonial riverboat
design built into a eet of
new passenger vessels. Then
in March 2011 I arranged a
weeks voyage along the Lower
Mekong River from Cambodia
into Vietnam to experience one
of these fetching boats that
provide a wonderful platform
for observing the river trafc
and urban and rural life in
former French Indochina.
Once aboard the 2003
locally-built 64-passenger
Mekong Pandaw, I found the
teak superstructure and interior
panelling and ironwood decks
enchantingly beautiful. The
Sun Deck, with rattan seating
set under canvas awnings and
ceiling fans, was relaxing while
we were cruising and enjoying
drinks with fellow passengers.
The cabins came with en
suite facilities and doors that
opened onto side promenades
ABOVE: With extreme low water at Kampong Cham, Cambodia, RV Mekong Pandaw
runs her bow into the embankment with lines which were then tied to trees
ABOVE: RV Pandaw II, built in Burma in 2002, takes 48 passengers along the
Irrawaddy and Chindwin Rivers. Note the pilot house is forward on the highest deck,
the more typical fleet arrangement
Mekong Pandaw, built in Yangon in
2003, takes up to 64 passengers and
a crew of 28 along the Mekong River
between Cambodia and Vietnam.
RIVER CRUISES
Clyde in Scotland. The vessel
was then operating for the
Inland Water Transport Board
(IWTB), the successor to IFC.
The venture was a success, and
he began building a new diesel-
powered eet, with the overall
design based on the former
colonial Irrawaddy steamers.
In 2013 11 riverboats
operate from short three-
to four-nights voyages to
extended cruises up to 14 and
20 days along the Irrawaddy
and Chindwin in Burma and
the Mekong in Cambodia and
Vietnam. All were built in
local Burmese and Vietnamese
shipyards, and the crews are
likewise sourced locally. The
black funnels with a red stripe
carry the original Irrawaddy
Flotilla Co logo and name.
In 2003 the original Pandaw
began operating for Ayravata
Cruises, based in Yangon
(Rangoon) and Mandalay.
Success has stimulated
additional operators on the
Mekong, some chartering
units of the Pandaw eet,
while others have built new
riverboats but without the
colonial proles, details and
magic of the former Irrawaddy
Flotilla Company. In Burma,
Pandaw operates nine different
itineraries of seven, ten, 14 and
20 nights, plus seven-night
charter cruises from Mandalay
aboard the brand-new ten-
passenger Kalay Pandaw, a
boat built for the personal use
of owner Paul Strachan.
In late December 2013 the
60-passenger Saigon Pandaw,
built in 2012, was lost off
Malaysia while transferring from
Vietnam to Myanmar without
passengers. In the interim, she
will be replaced by the smaller
Kalay Pandaw and then the
two new 40-passenger Kindat
Pandaw and Kalaw Pandaw,
which wil be delivered this
coming July.
furnished with individual chairs
and potted palms. A forward
panelled bar lounge provided
a venue for evening lms. The
restaurants louvred doors on
Main Deck allowed the breezes
to waft through, and, when
hot and humid, they could be
closed for air-conditioning as
with all the interiors.
Pandaw River Cruises
drew its inspiration from the
Irrawaddy Flotilla Company,
founded in 1865 by Scots
and once the largest shipping
company in the world. The
British-owned company
operated passenger and cargo
services over the 5,000-mile
navigable network of Burmese
rivers, and, at its peak in the
1920s, more than 650 vessels
carried as many as nine million
passengers annually.
The eets largest paddle
steamers measured over 100m
in length and carried up to
4,000 passengers. Rudyard
Kiplings Road to Mandalay
was the mighty Irrawaddy
(Ayeyarwaddy River). When
the Japanese attacked British
Burma during World War II,
tragically nearly the entire
otilla was scuttled, while a few
boats escaped to nearby India.
In 1995 Paul Strachan,
a Scotsman and a Burma
historian and scholar, whose
grandfather had worked for the
IFC, seized the opportunity to
operate modern-day cruises on
the Burmese rivers. He took on
the 47.7m RV Pandaw, built in
1947 by Yarrow & Co on the
THE FLEET
NAME PAX/CREW BUILT DIMENSIONS; DRAFT ENGINES
Pandaw II 48/28 2002 in Yangon 60m x 11m; 1.5m 2 x 350 bhp Caterpillar, Schotel outboard
Tonle Pandaw 66/28 2002 in Yangon 54.8m x 10.1m; 1.5m 2 x 400bhp Cummins, Schotel outboard;
major reft 2013, now 52
Bengal Pandaw 52/28 2002 in Yangon 60m x 11m; 1.5m 2 x 400bhp Cummins, Schotel outboard.
Mekong Pandaw 64/28 2003 in Yangon 60m x 11m; 1.5m 2 x 550bhp Isuzu, inboard propulsion; major
reft 2013, now 48
Orient Pandaw 60/28 2008 in Saigon 55m x 10m; 1.5m 2 x 400bhp Cummins, inboard propulsion
Indochina Pandaw 60/28 2009 in Saigon 51.9m x 10.2m; 90 cm 2 x 400bhp Cummins, inboard propulsion
Sagaing Pandaw 60/28 2009 in Saigon 50.9m x 10.2m; 1.5m 2 x 400bhp Cummins, inboard propulsion
Katha Pandaw 32/28 2011 in Saigon 40m x 8.8, 90cm 2 x 400bhp Cummins, inboard propulsion
Bassac Pandaw 60/28 2012 in Saigon 55m x 10m; 1.5m 2 x 400bhp Cummins, inboard propulsion
Angkor Pandaw 32/28 2012 in Saigon 42.3m x 8.7m: 90cm 2 x 400bhp Cummins, inboard propulsion
Kalay Pandaw 10 Under construction in 2013 in Mandalay
as owners private yacht
Available for charter beginning Jan. 2014
ABOVE Upper Deck Cabin 311 aboard
Mekong Pandaw is teak panelled with
en suite facilities, A/C, a ceiling fan and
a door that opens to the side deck.
ABOVE The top deck, furnished with
rattan seating and teak steamer chairs,
has a bar, pool table and is covered by a
canvas awning to keep off the hot sun
and drenching rains.
RULES: Employees of Kelsey Publishing (or contracted free-
lance contributors and their families are not eligible. The
winner will be chosen by a computer-generated, random draw
of an all-correct entry. Closing date for entries is March 12.
Results will be published in the May issue, due out March 28.
FREE ENTRY COMPETITION
Treasure Hunt Competition
for the complete collection
Just nd the page numbers the photo extracts have
been taken from, ll in beneath each one for your
own record and then submit your answers, with your
email address, on the competition section of the Ships
Monthly website:
www.shipsmonthly.com/competitions
The winner will be notied by email.
TITANIC COLLECTION
COMPETITION
We are offering, as a single prize, a collection of Titanic ephemera:
SHIPS MONTHLY TITANIC COLLECTION COMPETITION
Write in the page numbers you think the extracts on this coupon have been taken from.
Page
............ A
Page
............ B
Page
............ C
Page
............ D
Page
............ E
Page
............ F
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............ H
1 A very impressive, glass/framed display,
professionally put together, illustrating the Titanic
story in photos, complete with captions and a fact
sheet. Total size 86cm (2ft 10ins) x 67cm (2ft 2ins)
2 Three anniversary postal covers signed by
survivors Millvina Dean, the youngest survivor (a
baby at the time), Eva Hart and B. V. Dean. Plus
three other unsigned Titanic postal items.
3 A DVD of Raise the Titanic. This is a purely ctional
lm, and rather silly, but it does include Jonathan
Smiths collection of rare, previously unseen
images.
Have you an outstanding photo that would grace our gallery? Send your images to Ships Monthly
for inclusion in these pages, which showcase the best in ship photography from around the world.
The 2005-built Singapore-flagged gas tanker Odin (25,994gt/29,216dwt) at Berendrecht lock in the Port of Antwerp, 5 July 2013. LUCIE EVCKOV
The 1993-built cruise ship Braemar (24,344gt) arriving at Madeira in November 2013. Built as Crown Dynasty, she has been owned by Fred. Olsen Cruises since
2001, and is powered by four Wrtsil 8R32 diesels which give her a speed of 17 knots. PAUL DALLOWAY
Ships Pictorial
The Ticonderoga class guided-missile cruiser USS Monterey (CG-61) leaving
Valletta, Malta on 19 December 2013. Commissioned in June 1990, she has been
operating in the Mediterranean recently. GAETANO SPITERI
In steam and still going strong on the Waitemata Harbour is the 1935-built
William C. Daldy. A product of the Renfrew yard of Lobnitz & Co, she spent her
entire working life handling ships in the port of Auckland. Retired in 1989 and
now lovingly maintained by the William C. Daldy Preservation Society, she is
available for charters. V. H. YOUNG
Ships Pictorial
The Offshore Subsea Construction Vessel Siem Daya 1 berthed at Invergordon on 27 November 2013. Built by STX, she is operated by Siem
on behalf of owners Daya Offshore. The vessel has particularly good seakeeping abilities and station-keeping performance, and is able to
maintain a high transit speed. GARY BRINDLE/SCOTAVIAIMAGES
The small bulk cargo vessel Ela (1997/2,377gt) is owned by Internaut
Shipping Europe Gmbh of Bremen, Germany and makes many voyages
from that port to Turkey. Recently she arrived on the Mersey, going to
Birkenhead, on a voyage from Nemrut Bay via St Nazaire. After discharge at
the Merseyside port she sailed to Brake before loading for Turkey. She was
built at Kampen in The Netherlands as Soli Deo Gloria. ROY CRESSEY
An unremarkable
little ship
Donald Johnston recalls
how the small coaster
Greenisland waged an
amateur war in the
Clyde and North Channel
duringWorld War I.
G
reenisland was
an unremarkable
little ship, built
at the Ailsa
Shipbuilding
in Troon and launched in
1901. With an open, exposed
bridge in front of a tall funnel,
she looked like many of
the other coasters in the
Irish Sea trade at the
time. Her owners were
Charles M. Legg & Son
Ltd, coal merchants of
Carrickfergus. She went
aground in 1906, after
which she was lengthened
to 145ft, with a gross
tonnage of 289.
On 1 May 1917 Samuel
Davison took Greenisland
out of Port Rush, making
for Ayr to load coal.
Davison was originally
from Carrickfergus, but
joined the Navy and
became a Petty Ofcer and
Leading Torpedo man. When
he retired he returned home
and in 1916 became the master
of Greenisland. During that
May crossing, a good look-out
was kept, because U-Boats were
operating in the North Channel
and Firth of Clyde. Shortly
after midday, seven miles north-
east of Ailsa Craig, Davison and
his crew spotted a patch of oil,
about 50 yards across, in the
middle of which was a mine.
Greenisland circled the
mine, with Davison hoping
but failing to attract attention
from passing ships, so he then
decided to explode the mine.
He rigged a spar weighted
with rebars as a sweep. But
despite being bumped several
times by the sweep, the mine
failed to explode. Greenislands
next move was to tow the mine
clear of the shipping lanes.
Davison and three crew went
out in the ships boat with a
90-fathom wire. They circled
the mine and shackled the end
back on to the wire, forming
a noose. Greenisland took the
strain, tightening the noose,
and then slowly towed the mine
towards Turnberry lighthouse.
When the mines gear touched
bottom, they attached 90
fathoms of rope to the wire and
laid to it like a mooring.
At 2011 HM Yacht Foam
arrived, having been sent
to investigate Greenislands
unusual behaviour. Captain
Davison was told to remain
where he was while Foam made
for Ayr to report. By the time
Foam returned at dawn the
next morning, a second mine
had appeared about ten yards
from the rst, but this soon
disappeared from view.
Meanwhile, Davison and
Lieutenant Fitzgerald, of
Foam, went over to the mine
in Greenislands boat. At about
this time, HM Drifter Mackays
arrived with a dan buoy, which
was attached to the wire,
allowing Greenisland to leave
and go about her business.
Foam and Mackays sank one
of the mines with gunre and
exploded the other. A third
mine was later recovered.
After consideration, The
Lords Commissioners of the
Admiralty rewarded Greenisland
with a payment of 20; a further
10 went to Captain Davison
and 5 to each of the crew.
Greenislands owners were paid
46 10s for tackle lost and coal
consumed. The King awarded
BELOW The small coaster Greenisland moored in the river Avon in the
shadow of the Clifton Suspension Bridge.
ABOVE Greenislands master.
BELOW Letter from Carrickfergus coal
merchants Charles M. Legg & Son Ltd,
owners of Greenisland.
OLD COASTER
She had left Heligoland on
27 April 1918. Her captain,
Walter Kolbe, had been ordered
to attack merchant shipping in
the Northern North Sea and,
at his own discretion, to extend
the patrol to the North Coast
of Ireland, North Channel and
the northern part of Irish Sea.
Kolbes orders were to report
by radio if he was going to
enter the North Channel.
According to German records,
UB-119 radioed from about
95 miles WSW of Lindesnes
(Norway) at 0430 on 30 April
1918. Thereafter no news.
The boat did not return. No
survivors. Place time and cause
of loss entirely unexplained. No
ship sinkings. U-Boats talked to
each other, however, using only
jumping wires, instead of the
mast aerial. These signals were
relatively short range and could
not be picked up in Germany,
but they were picked up by the
British intercept stations.
UB-119s captain signalled
regularly as he made his way
around Scotland and down the
west coast. He made a habit of
signalling every day at about 1100.
But he never made his signal
on 5 May, when he should have
been north of Ireland. UB-119
was never heard from or of again.
No other U-Boat reported being
rammed. So UB-119 must have
been Greenislands submarine
and, contrary to the Auxiliary
Patrols opinion, the ramming
must have been successful.
The valiant coaster Greenisland
survived the war and the
1939-45 conict, sailing until
1955, when she was sold for
breaking at Granton. Nobody
remembered her wartime career
as she was being torn apart. But
why should they? She was an
unremarkable little ship.
Captain Davison the DSC
for what was later described
in the Ofcial History of
Minesweeping as being perhaps
one of the most gallant
incidents in Minesweeping in
the whole of the War.
Almost exactly a year later,
on 5 May 1918, Greenisland
was just over two miles north
of Bengore Head near Rathlin
Island when, out of nowhere,
a periscope rose about 20
yards off her starboard bow.
A different coaster might
have turned and run, but
Greenisland turned to ram.
The periscope disappeared
immediately, but Greenisland
bumped something heavily
three times and then went
down aft. When she turned and
returned, large quantities of oil
on the surface, which had not
been there before, were seen.
Greenislands master reported
the collision, but the Auxiliary
Patrol, in Larne, were not
impressed. They reported
that the submarine had been
classied as Possibly Slightly
Damaged and stated that the
submarine is not considered to
have sustained damage.
Since then German records
have become available, and
the fates of missing U-Boats
has been determined. One
submarine which remained a
puzzle was UB-119. She was
a new boat, so new that her
crew were not fully trained. She
never returned from her rst
patrol and her loss had never
been adequately explained.
The small coaster Greenisland
was built in Troon in 1901.
Greenisland traded around the
Belfast area for almost half
a century before being sold
to new owners in Leith. She
was broken up at Granton in
February 1955.
GREENISLAND
LAUNCHED Ailsa Shipbuilding
Co, Troon (yd no.93).
BUILT 6.12.1900: launched
1.1901: completed
DIMENSIONS 132.6ft x 22.1ft x
9.1ft/ 1906: 145.3ft x
22.1ft x 9.1ft
TONNAGE 257grt, 54 net/
1906: 282grt, 79 net
MAIN ENGINES Two-cylinder by
Workman, Clark
and Co Ltd, Belfast;
350ihp, 10.5 knots
CAREER
23.1.1901 Registered in the
ownership of Charles M. Legg,
Carrickfergus as Greenisland
10.1906 Repaired at Belfast and
lengthened
9.1913 Transferred to Charles M.
Legg and Son Ltd, Carrickfergus
5.5.1918 Rammed and sank the
German submarine UB-119
19.7.1918 Sold to John Kelly, Belfast
15.4.1949 Acquired by W. N. Lindsay
Ltd, Leith
3.2.1955 Arrived at Granton for
breaking up by William Brechin
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ABOVE Built by Fincantieri in 2007 as a luxury polar cruise ship, the 114m Fram
(12,700gt) is owned by Norwegian company Hurtigruten. She operates in Antarctica
and the Arctic, and has Ice Class 1A-B status. She has a top speed of 13 knots and
280 berths, being operated by 75 crew members.
O
ne of the
biggest growth
areas in the
cruising world
is the boutique
expedition cruising sector. They
offer cruisers adventure and
expedition, and the shallow
drafts of the ships employed in
the sector enable them to go to
areas not usually visited by the
bigger cruise lines, providing a
Steve Newman looks at the world of expedition and adventure
cruising, which has seen a significant expansion in recent years
using relatively small specialist vessels.
Exploring the world in luxury
captain, and both have to be
exactly right for this kind of
operation. The ships need to
be intimate enough to take a
small number of guests, have
a shallow draft to get in close,
and have the ability to launch
up to ve zodiac landing craft
that permit us to land anywhere
nature or curiosity dictates, and
the captain has to have certain
people and diplomatic skills not
usually associated with a Master
Mariners Certicate.
Although the ships all
vary in design and function,
they all share a range of
qualities, beingspacious and
comfortable, with outside view
cabins, en suite facilities, ne
cuisine, lecture rooms and/or
lounges and numerous decks
for viewing opportunities of sea
mammals or birds.
The ships, however, are
continuously assessed and
updated if necessary. Ships such
as Noble Caledonias Island
Sky and International Shipping
Partners Sea Adventurer,
carrying just 110 passengers,
are ideal for wildlife watching,
superb opportunity to see rare
wildlife and much more.
Most vessels carry zodiac
inatables, which can hold up
to 12 or even 16 people, so
guests can be landed on remote
islands and shallow sandbanks
and really get up close to the
animals. Some companies, such
as the Seattle-based Un-Cruise
Adventures, use Dibs, while
specialists Hurtigruten employs
Polar Cirkle boats.
This may be expedition
cruising, but passengers still
want a unique style of ultra-
luxury, and thus sail on some
of the most sleek and highly
innovative motor yachts
of modern times. A classic
example is Le Boreal, which is
owned by the French cruise
line Compagnie de Ponant
and cruises the Antarctic. The
companys newest yacht, Le
Solal, entered service on 1
July 2013 and will be the rst
French-agged vessel to cruise
the North-West Passage.
The problem with a specialist
cruise operation such as this is
that specialist ships are needed,
so much so that adventure
companies will hire out ships
that are suited to the genre
while some, such as Noble
Caledonia and Lindblad
Expeditions, own their own
ships but also charter others.
Peter Harrison, one of
the founders of Zegrahm
Expeditions, said. All of our
ships are chartered. We pick
the ship rst and then pick the
EXPEDITION CRUISING
Exploring the world in luxury
and companies use them for
their expeditions, as their style
of travel works best when
they embark and disembark
everyone quickly into zodiacs.
The competition among
the expedition cruise ships is
intense, and ships are being
constantly updated. Un-Cruise
Adventures Safari Endeavour,
which sails the Sea of Cortes
and Alaska, has recently had a
launching platform installed at
the stern, and this is the biggest
advance in expedition sailing
in recent years, as it allows the
ship to safely and efciently
launch and recover a eet of
kayaks, stand-up paddle boards
and skiffs.
Even Governments are
getting in on the act these
days. Owned by the Russian
federation and carrying the
highest ice class rating possible,
Let Pobedy (meaning 50 years
of Victory) can crush ice up to
3m (10ft) thick, and is said to
be the worlds largest and most
sophisticated nuclear-powered
icebreaker. Chartered by
companies such as Quark and
Exodus expeditions, she also
has a helicopter so that guests
can y over the ice pack.
The Polar region specialists
are Hurtigruten, who offer
Antarctica, South Georgia and
Greenland/Spitsbergen and
Arctic cruises on their agship
Fram. Built by Fincantieri
in 2007 as a purpose-built
ve-star luxury polar cruise
ship, she offers repositioning
transatlantic and Baltic cruises.
If Hurtigruten have earned
a reputation as the polar
specialists, then the global
reputation must go to Noble
Caledonia. With their two
ABOVE Formerly Hebridean Spirit (1991/4,200gt), Caledonian Sky started a new
career with Noble Caledonia in May 2012. She accommodates a maximum of 114
passengers in 57 spacious outside suites.
ABOVE Bremen (6,752gt), purchased by German Company Hapag Lloyd in 1993, was
built by Mitsubishi at Kobe, Japan as Frontier Spirit in 1990. She has the highest Ice
class for passenger ships, E4. The 161m by 17m ship has a speed of 16 knots and
can accommodate 164 passengers with 100 crew.
Le Soleal is the third of three super-luxury cruise ships built by Fincantieri
for the French cruise line Compagnie du Ponant. The new 10,700gt ship
measures 142m by 18m and can accommodate more than 260 passengers
in 132 cabins and suites, all of which have a sea view. She has a dozen
zodiac inflatables for use on shore excursions. MIKE LOUAGIE
ABOVE Silver Explorer (6,037gt) was built at Rauma-Repola, Finland and launched in
1989. Purchased by Silversea Cruises in 2007, she underwent a multi-million pound
refit at Fincantieri, being renamed Prince Albert II before becoming Silver Explorer in
2011. The 108m vessel is built to Ice Class 1A standard, cruises at 14 knots and can
accommodate 132 guests with 117 crew. SILVERSEA CRUISES
ABOVE Polar Pioneer (1,753gt) is operated by the Australian company Aurora Expeditions. Built in Turku, Finland in 1982 as an
ice-strengthened research ship, she was refurbished in St Petersburg in 2000 and has recently undertaken cruises around the
sub-Antarctic archipelagos. The 71m by 12m vessel has a top speed of 14 knots, carries 54 passengers and has a crew of 20.
ABOVE The 117m Akademik Sergey
Vavilov was built in 1998 at Rauma,
Finland as a Soviet research vessel. She
is managed by International Shipping
Partners and operated by companies
such as One Ocean Expeditions, taking
up to 92 passengers.
superb small ships Island Sky
and Caledonian Sky, they cruise
from the islands of Britain to
those in Japan, Central America
and Papua New Guinea.
Not all adventure cruise
ships were purpose-built,
though. Canadian company G
Expeditions Expedition is used
in the polar regions and along
the West Coast of Africa and
Cape Verde Islands. But she was
built in 1972 as a car/passenger
ferry by Helsingr Skibsvaerft,
Denmark and served Viking
Line as landsfrjan before
being converted.
To the Galpagos
Lindblad Expeditions have a
eet of six ships that are owned,
and four seasonal charters that
are leased. National Geographic
Explorer has been their agship,
and in March she will have a
sistership, National Geographic
Orion. The company also has
two ships in the Galpagos year
round: NG Endeavour and NG
Islander; identical ships NG Sea
Bird and NG Sea Lion are used
for cruising around Alaska in
summer, and then in the Pacic
Northwest in the autumn,
while in winter NG Sea Bird
goes to the Sea of Cortes, and
NG Sea Lion sails to Costa Rica
and Panama.
The mainstream cruise
companies have been quick to
see the opportunities of going
to Antarctica, especially Crystal
Cruises, whose liner Symphony,
with her 922 passengers, called
at the Chilean Antarctica base
during Christmas and New
Yearin 2013.
Silversea too have entered
the polar adventure cruise arena
by running cruises with the
former research vessel Prince
Albert II and renaming her
Silver Explorer. In the summer
she cruises in the Svalbard
archipelago, Iceland and
Greenland, then down to South
America and Antarctica. She
also cruises to Easter Island,
Tahiti and Polynesia.
ABOVE The 150m ice-breaker Let Pobedy (meaning 50 years of Victory) is owned
by the Russian Federation and was built in St Petersburg between 1989 and 2007.
Carrying the highest ice class rating possible, Let Pobedy can crush ice up to 3m
(10ft) thick, and is said to be the worlds largest and most sophisticated nuclear-
powered icebreaker. She is operated in the Arctic by Quark Expeditions, has a speed
of 21 knots in open water, takes 128 guests and has 140 staff and crew.
ABOVE Silver Galapagos (4,077gt) was built in Italy in 1990 as Renaissance Three,
became Galapagos Explorer II in 1997 and most recently entered service for Silversea
in September 2013, taking her current name then.
Le Boreal (10,944gt), described as a mega-yacht with 132 cabins, was built by the Fincantieri
shipyard in 2010 and designed by Jean-Philippe Nuel. She is owned by the French Compagnie
de Ponant and is Ice Class 1C standard. The 142m by 18m vessel has a speed of 16 knots, can
accommodate 264 passengers and has a crew complement of 139.
EXPEDITION CRUISING
ships mail
Whats in a name?
Paul Barker has got it all wrong
(Letters, SM, Jan). It is Britannia
that is the traditional P&O name.
The previous ship was completed
by Caird & Co, Greenock for the
Company in 1887. At 6,525gt, she
was in the feet until being sold to
Italian shipbreakers in 1909.
Far from being P&O names,
Orcades and Oronsay were
traditional Orient Line names, with
Orcades having been used three
times and Oronsay twice by that
company. While it is true that
Orient Line was a subsidiary of P&O
from 1919, the line maintained its
identity until 1960, when the feets
were merged. Orcades (1948) and
her near-sister Oronsay (1951) then
served in the combined feet until
being sold for breaking up in Taiwan
in 1973 and 1975 respectively.
Geoff Holmes
Wallasey, Wirral
Paul Baker states that, with regard
to the naming of the new P&O
liner, Orcades and Oronsay were
traditional
names. However,
these names
actually joined
the feet when
the Orient Line
was merged
with P&O in May
1960 and P&O
Orient Lines
was formed,
a company
which lasted
until 1966. This
merger was
formed when
P&O acquired
the outstanding 46 per cent of
the shares in the Orient Steam
Navigation Company.
As for the name Britannia, it
was frst used by the company in
1887 for a liner built by Caird and
Co of Greenock. She had a service
speed of 16.5 knots and could
take 230 First class passengers and
156 Second class, and had a cargo
capacity of 4,050 tons. She was built
for the Australian service, but was
Write to Ships Mail, Ships Monthly, Kelsey Publishing, Cudham Tithe Barn, Berrys Hill, Cudham,
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right to reuse any submission sent in any format.
Moore McCormack Line
I read with great interest Campbell
McCutcheons article (SM, Oct 2013)
about livestock carriers, which is a
fascinating but little known segment
of the shipping industry. Moore
McCormack Line was mentioned in the
article, but one of Mooremacks major
competitors, Lykes Bros Steamship, or
Lykes Line, was not. One of the great
names but now a fallen fag of the US
shipping industry, Lykes Lines began in
1900 by shipping cattle from Florida
to Cuba to replace herds wiped out by
the Spanish-American War.
The frst Lykes vessel was a 109ft
75-ton three-masted schooner
named Doctor Lykes, after the family
patriarch, Dr Howell Tyson Lykes. Thus
began the Lykes tradition of naming
vessels after family members. The
venture into shipping by Dr Lykes sons
was to support the familys primary
business of cattle ranching in Florida.
As the family expanded its ranching
operations in Cuba, the shipping
company expanded as well, opening
an offce in Galveston in 1903.
At this point Lykes Lines expanded
beyond cattle and began handling
general cargo between the US Gulf
and Caribbean. In the 1920s Lykes Lines
began its global expansion, frst to
north Europe, followed by the Med,
Far East and South America.
In October 1995 Lykes Lines fled
for Chapter 11 reorganisation, and In
February 1997 a US Bankruptcy Court
approved the sale of the company to
CP Ships. CP continued to maintain
the Lykes brand until 2005. In 2006
Hapag Lloyds parent, TUI, purchased
CP Ships, which was merged into
Hapag Lloyds operation. But the
Lykes family, through its privately held
Lykes Brothers, continues as a major
landowner in Florida and Texas.
At the start of my career in the
shipping industry in the 1980s, I had
the privilege of working for Lykes Lines.
Dave Kalata
Southlake
Not Epic design
I appreciate it must be very diffcult
to put something new and interesting
into the design of the massive cruise
ships. I did not like the Ford Escort-like
aerofoil on the early Princess Grand
class ships, but Carnival have come
up with a very interesting design for
the new Britannia. The rendition of
the AIDAprima (SM, January) shows
another interesting, balanced design.
But NCL have seemingly thrown
design out of the window. Norwegian
Epic shows a generic hull and main
structure shape with rabbit hutches
stuck on top. No effort has been made
to integrate that structure into the
overall design. And the multi-exhaust
funnels do nothing to improve the
appearance. This classhas my vote for
the ugliest design of recent years.
David Eddy
Southampton
Watching the ships
With reference to the letter from
J.Macdougall (SM, Dec 2013), I live
close to Southampton Water and the
river Hamble, at Titchfeld Common.
I enjoy watching the procession of
cruise ships and other vessels into
and out of Southampton. During the
summer as many as fve cruise ships
sail between 1600 and 1800 most days.
Living in this area is ideal, but the
best spot to buy a house would be in
Orcades was a traditional
Orient Line name.
also used on Indian and Far East
services, as well as for trooping.
She cost 187,278 and was
sold to an Italian company for
demolition in 1909 for 11,520.
Her sistership Victoria had a similar
history, and they were broken up
at the same time, so the new liner
now being built will be the second
in the feet to use this name.
Malcolm Hilton
Leigh on Sea, Essex
ALISTAIRGOLDSMITH emailed the above photograph, seeking information
about the ship he photographed: Rooting through a collection of about two
dozen colour photographs taken on the Clyde in the summer of 1937 or 1938,
I found the attached. I have not been able to identify the steamer, and perhaps
someone else can do the needful. The Dufaycolour process gives a beautiful
soft focus, but sadly does not lend itself to detail. Clearly, the steamer is light,
presumably having discharged cargo in Glasgow, and now making her way out
to sea. The crane in the background looks like one of those in the Greenock
yards. Any more information?
READERS PAGES
the Newtown Road area of Warsash,
which is a short walk to an area called
Strawberry Field, a popular walk with
access to the coastal footpath along
the Hamble. From here ships can be
seen underway at close quarters, with
the advantage of a backdrop of Fawley
Oil Refnery, with tankers alongside.
Tony Thompson
Titchfeld Common, Fareham
Scottish ditty
Your splendid article on CalMac (SM,
Jan) could have included a ditty that
was oft-quoted when I was a lad
growing up in Scotland (1950s to 60s):
The earth belongeth to the Lord
And all that it contains
Except, of course, the Highlands
And they are all MacBraynes
This was from the era in which
MacBraynes also had an extensive bus
network linking remote and far-fung
communities, crofters, etc to their
nearest ferry quay and without which
the population drain of the Highlands
to central Scotland would have been
faster and more devastating.
John Morris
Littlehampton, West Sussex
An enjoyable read
Thank you so much for the fantastic
publication. As a reader since 2005
I have loved every issue of your fne
publication. It is by far the best out
there! And what amazing photographs
included too. I particularly enjoyed the
history of the transatlantic liner (SM,
Feb). These great ships were really
something, and I had no idea of the
great impact they had on technology.
My grandfather lived in Plymouth
and used to tell stories of how great
liners such as Olympic would call at
the port for bunkers. I read in the
Evolution of the Liner book that this
led to illnesses, and I remember my
granddad saying there was a great loss
of jobs when they converted to oil
Bethany Stirling
Worthing
European Ambassador
On reading the article about P&O
Ferries (SM, Jan), I noticed an omission.
European Ambassador was built
in Japan for P&O Irish Sea in 2000,
and was introduced on the Dublin-
Liverpool route in early 2001. She went
on to operate on the Dublin-Mostyn
and Dublin-Cherbourg services, with
additional calls during her time in
service at Rosslare and Brest. Sold
by P&O, she passed to Stena Line
and, as Stena Nordica, operated
between Karlskrona and Gdynia before
returning to the Irish Sea and Dublin-
Holyhead employment.
Gordon Hislip
Dublin
UK Shipbuilding
With regard to the discussion about
the end of British shipbuilding (SM,
Jan), it never ceases to infuriate me
Further to Harald Lorentzens letter
(SM, Jan) updating on the coastal
collier Hamen (ex-Pompey Power),
readers might be interested in the
attached photo of Pompey Power
leaving the then CEGBs Camber
berth in Portsmouth Harbour. The
year was 1958, and I am afraid that
the poor quality of the picture is
largely due to it having been taken on
my Brownie Box camera when I was a
12-year-old shipping enthusiast.
Lionel Smith
Portsmouth
Pompey Power at Pompey
RAN special guest
In your review of the RANs 100th
Anniversary, which had some excellent
pictures (SM, Jan), I need to point out
an error. Although you comment that
the reviewing ship, HMAS Leeuwin,
had as a special guest Prince Harry,
the review was in fact undertaken by
the Governor General of Australia, Ms
Quentin Bryce, who would be senior to
the State Governor. It was a great day.
Iwas there for fve hours on Saturday 5
October 2013, enjoying everything.
W. A. Maskell (LCDR Rtd)
Australia
Repositioning necessary
I thought the observation (SM, Feb)
regarding Boudicca sailing empty
from Belfast at 0800 on 17 October
was a little misleading, as Boudicca
would have been repositioning to
Southampton for her next cruise.
Fred. Olsens brochure indicates
sailings from a number of UK ports,
and a certain amount of repositioning
is therefore necessary.
Peter Mackenzie,
Alderbury, Wiltshire
Flying the fag
The picture of USS Barry (SM, Nov
2013) shows her with a Union fag on
her port cross trees. On the starboard
side is an international code fag and
an H, which suggests she has a pilot on
board. I was under the impression that
the Red Ensign was worn as a courtesy
fag by visiting vessels. Can anyone
confrm if this is correct?
Ian Crossley
West Mersea
I wish to expand on several
points made by John Hannavy
in his article on Glenlee (SM,
Sept 2013). From the outset,
the focus of restoration has
been to return the barque to
original specification, apart
from the auxiliary propulsion
and generator equipment.
Elsewhere we have replicated
as best we can the original
build standards.
These include the (First)
Mates cabin on the port side
of the poop and the nearby
Officers Saloon, where Master
and Officers dined, relaxed,
undertook ships business
and hosted visitors. While
they shared the crews food
as prepared in the galley, it
would have been enhanced
with condiments and additional
(invariably tinned) delicacies
stored, with crockery, cutlery
and glassware, in the Stewards
Pantry, also on the port
side next to the Saloon. The
Master was accommodated
on the starboard side. The
anchor windlass is as original,
powered via geared linkage
to the focsle head-located
manual capstan.
Although Glenlee and
Glasgows immediately adjacent
Museum of Transport & Travel
are operated by separate
organisations, their conjoint
status at Riverside has proved
to be an inspired combination
as host to over one million
visitors annually.
Alan Blackwood
Volunteer Guide &
Researcher, SV Glenlee
The Tall Ship in Glasgow
that successive Governments have
failed to support the shipbuilding
industry, while foreign yards continue
to meet commercial demands.
With the possibility of Scottish
Independence, the outlook for English
shipbuilding is grim. Is it not possible
that, with even the most modest of
Government encouragement, Barrow,
Cammell Laird and Appledore would
be able to supply English future needs
both militarily and commercially?
Barrie Keenan
West Kirby, Wirral
White Star Line: A
Photographic History
Janette McCutcheon
A profusely illustrated history of the
White Star Line, this new softback
book traces the history of the famous
shipping line from its origins to its
eventual demise. Perhaps surprisingly,
White Star was in existence for only 70
years, but during that time managed,
from the voyage of its frst ship in 1871
to its merger with Cunard in 1934, to
build some of the most luxurious ships,
including Olympic, Titanic and Britannic.
This book, which contains many
previously unpublished images, tells
the story of the White Star Line from
The Isle of Man Steam
Packet through time
Ian Collard
For 183 years the Isle of Man Steam
Packet has been operating services
across the Irish Sea, and this full colour
book looks at how the worlds oldest
steamship company has changed and
developed during the last century.
The Lifeboat Service
in Scotland, station
bystation
Nicholas Leach
The Lifeboat Service in Scotland looks
at the courage and dedication of the
men and women who crew Scotlands
lifeboats and have, for two centuries,
put out in the worst conditions to save
lives at sea. This comprehensive and
thoroughly researched book is a ftting
tribute to them. Divided into two
halves, it looks at the development
of the service from the early 19th
century to the present day, followed
by a record of each lifeboat station,
both closed and operational.
The author not only writes
clearly and concisely, but is also an
accomplished photographer, and the
book is full of outstanding modern
images. Many unusual historic
images are also included, and these
complement the text. TD
Published by Amberley Publishing,
The Hill, Merrywalks, Stroud,
Gloucestershire GL5 4EP, www.
amberley-books.com, 192 pages,
softback, price 14.99 plus postage.
bookof
themonth
Tramp Ships: An
Illustrated History
Roy Fenton
Published by Seaforth Publishing,
Pen & Sword Books Ltd, 47 Church
Street, Barnsley, South Yorkshire
S70 2AS, tel 01226 734555
enquiries@pen-and-sword.o.uk
176 pages, price 30, hardback
This book brings together 300
photographs to tell the story of the
origin, development and ultimate
demise of steam and motor tramp
ships. The tramp ship is seen as the
taxi of the seas, having no regular
schedules, and thus going anywhere
and everywhere to pick up and drop
off cargoes, mainly bulk such
as coal, grain, timber, china clay
and oil. Tramps tended to be
older and slower, hence the tag
tramp, although new tramps
were built, often with the
owners eye on chartering to the
liner companies.
In this new book by well-known
author and Ships Monthly contributor
Roy Fenton, their evolution is
described over the course of more
than 100 years, from the 1860s,
when the steam tramp developed
from the screw collier, until it was
largely replaced by the specialist bulk
carrier in the 1980s. An introduction
looks at the design and building of
tramps before going on to describe
the machinery, from simple triple-
expansion turbines to diesel engines.
Their operation and management and
the life of the crews is also covered.
The 300 photographs illustrate the
development of the tramp ship and
its trades through the last years of
the 19th century, the two world wars
and the post-war years. The detailed
captions give full details of each
ship, and add to what is a very well-
produced and written book. NL
Seaforth World Naval
Review 2014
Conrad Waters
The latest edition of this annual naval
review lives up to the high standards
of its predecessors. Since its launch
in 2009, this annual has established
a reputation as an authoritative
summary of all that has happened in
the naval world in the previous year.
It combines the regular features of
regional surveys with one-off major
articles on noteworthy new ships and
other important developments.
Besides the latest warship projects,
it also looks at wider issues of
importance to navies, such as aviation
and electronics, and calls on expertise
from around the world, to give a
picture of what is going on and assess
their signifcance. Special features this
year include a survey of current and
future torpedo developments, an in-
depth study of the Royal New Zealand
Navy, a look at how the Royal Navy is
coping after the Strategic Defense
ships library
its inception in 1869 to the scrapping
of the last ship in the feet in 1960. Only
one vessel survives from the White Star
Line, the passenger tender Nomadic,
built for service at Cherbourg.
Each chapter starts with a brief
overview of the era it describes, and
the extensive photos and detailed
captions are used to describe the ships
that served during that time. GG
Gloucestershire GL5 4EP, www.
amberley-books.com, 128 pages,
and Security Review, plus analyses of
signifcant new warship classes.
For anyone interested in naval
affairs, whether an enthusiast or a
defence professional, this book has
become required reading. EF-L
Published by Seaforth Publishing,
47 Church Street, Barnsley South
Yorkshire S70 2AS; tel 01226 734555,
info@seaforthpublishing.com,
192pages, price 30.
During that time, the IOMSPC and its
ships have been a lifeline to the island,
providing both passenger and freight
services, using paddle steamers right
up until the late 19th century.
Ian Collards well-researched history
includes hundreds of photos, which
encapsulate what is a distinguished
maritime history. It includes an
account of the rescue of thousands
of stranded British servicemen at
Dunkirk in 1940 by IOM SPC vessels.
With photos of many historic steamers
and ferries, It traces the frst roll-on/
roll-off as well as the catamarans of
the late 1990s, providing a nostalgic
trip down memory lane. NL
Gloucestershire, GL5 4EP, www.
amberley-books.com, 96 page
READERS PAGES
The mystery ship is the Swedish-
owned passenger/car ferry
resund, the hull of which was
built in 1960 by Slvesborg Varv
Ab, Sweden (yard no.55) and
towed to Aalborg Vrft, Aalborg,
Denmark to be ftted out. She was
completed in 1960 (yard no.132),
named resund and entered
service with RAB resund, on the
Malm-Copenhagen route.
In 1980 she was sold to
ngfartygs Ab Saltsjn-Mlaren,
Stockholm and rebuilt for cruising
by Nico Group, Gteborg, being
renamed Lindblad Polaris and
used for various cruises. In 1986
she was sold to a Bahamas-based
shipowner and renamed Polaris
and used for cruising in the
Galapagos Islands. In 2008 she was
renamed National Geographic
Polaris but two years later
reverted to Polaris for a fnal
voyage to breakers in Ecuador.
She measured 72.12m by 13.03m
by 4.25m and was of 2,214gt. She
could carry 1,200 passengers
when in service as a ferry, but
only 80 guests when she became
a cruise ship. She was powered by
two Nohab Polar NM 16-S diesel
engines of 2,354kw which gave her
a speed of 16 knots.
Hans J. Lundbeck
Aalborg, Denmark
Date Arr/dep Ship From/to Flag Operator GT
SOUTHAMPTON
1 Oriana Atlantic Isles/Norwegian Fjords BA P&O 69,153
8 Boudicca Norwegian Fjords/Norwegian Fj BE Fred Olsen 28,388
11 0800/1600 Saga Sapphire Norwegian Fjords/Norwegian Fj M SAGA 37,301
11 0800/1700 Saga Pearl II Atlantic Isles & C/East Med-Haifa M SAGA 18,591
11 0700/1900 AIDAsol Hamburg/Zeebrugge -Amsterdam IT Aida Cruises 71,304
13 Oceana Caribbean/Morocco-Portugal BA P&O 77,498
13 Oriana Norwegian Fjords/Norwegian Fj BA P&O 69,153
18 0700/1900 AIDAsol Hamburg/Zeebrugge-Amsterdam IT Aida Cruises 71,304
22 Boudicca Norwegian Fjords/Caribbean BE Fred Olsen 28,388
24 Oceana Portugal-Spain/Atlantic Isles BA P&O 77,498
25 Oriana Norwegian Fjords/Caribbean BA P&O 69,153
25 0700/1900 AidAsol Hamburg/Zeebrugge-Amsterdam IT Aida Cruises 71,304
27 0800/1600 Saga Sapphire Norwegian Fjords/Atlantic Isles & C M SAGA 37,301
TILBURY
2 0800/1700 Marco Polo Norwegian Fjords/Norwegian Fj BE Cruise & Ma 22,080
11 1100/2100 Princess Anastasia Sochi-Istanbul/St Petersburg R St Peter Line 37,583
16 0800/1700 Marco Polo Norwegian Fjords/Norwegian Fj BE Cruise & Ma 22,080
27 0800/ Marco Polo Norwegian Fjords/ BE Cruise & Ma 22,080
30 / 1700 Marco Polo /Amsterdam-Rouen BE Cruise & Ma 22,080
AVONMOUTH
11 0230/1515 Discovery Norwegian Fj/Liverpool-Norway BA Cruise&Ma 20,186
INVERGORDON
25 0930/1830 Marco Polo Norwegian Fjords/Tilbury BE Cruise & Mar 22,080
KIRKWALL
18 0700/1800 Marco Polo Tilbury/Norwegian Fjords BE Cruise & Mar 22,080
VESSELS WITH MORE THAN ONE CALL ROUND UK & IRELAND
DISCOVERY fag BA, Cruise & Maritime, 20,186grt: from Avonmouth, Liverpool 12 1400-2200, Lerwick 14
0730-1400, to & from Norway, Hull 26 0145-1600, Rosyth 27 0930-1700, Lerwick 28 1200-1930, Scrabster 29
0700-1700, Tobermory 30 0800-1930, Belfast 31 0700-2200, to Dublin
HEBRIDEANPRINCESS fag GB, Hebridean Island Cruises, 2,112grt: Greenock 1, 5, 11, Great Cumbrae 2,10,
Rothesay 3, 6, 13, Holy Loch 4, Inverary 7, Tarbert 8, 14, Campbeltown 9, 15, Lochgoil-head 12, Port Ellen 16,
Crinan 17, Oban 18, 25, Loch aChoive 19, Glenmore Bay 20, Loch Coruisk 21, Kyle of Lochalsh 22, 29, Raasay
23, Tobermory 24, Fort William 26, Rum 27, Portree 28, Eigg 30
FLAGCODES BA Bermuda, BE Bahamian, GB Great Britain, M Malta, R Russia
NOTES x time not known, lv line voyage
March ports of call
Compiled by Edwin Wilmshurst
Can anyone identify these
two vessels moored at
Lowestoft? They appear to
have seen better days, but
where and by whom were
they built? Who operated
them and what happened to
them during their careers?
The names read Torch and
Kye Torrent, but were these
their original names or are
they recent additions?
Send your answers, including
a postal address, via email
to sm.ed@kelsey.co.uk, or by
post to Mystery Ship, Ships
Monthly, Kelsey Publishing,
Cudham Tithe Barn, Berrys
Hill, Cudham, Kent TN16 3AG.
Januarys
mystery ship
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POST COUPON TO: Ships Monthly, Kelsey Publishing Ltd, Unit 4, Tower House, Sovereign Park, Market Harborough LE16 9EF
MAY 2013: NO INDIAN SUMMER
FOR THE PRINCE, GOING TO GAS,
BENEATH THE MALTESE CROSS,
SEATRUCK POWER, POST MORTEM
ON AN EMPRESS, SUBMARINES IN
RETIREMENT.
OCTOBER 2013: ONE SURVIVOR,
BOOSTING BRITTANY'S SPANISH
LINKS, BRINGING THE TROOPS
HOME, KEEPING OLD TUGS ALIVE,
CATTLE CLASS, STONE CARRIERS,
BRITISH INDIA'S EASTERN SERVICE.
MARCH 2013: TOO MANY SHIPS?
SUPPLYING THE RIGS, WORLD
NAVIES IN 2013, SHIP OF THE
MONTH: THOMSON SHIRIT,
HEBRIDEAN GATEWAY, TURBO-
ELECTRIC SHIPS.
3.95 www.shipsmonthly.com
Cruise news latest Voyager named in Portsmouth
SHIP
MONTH
OF THE
SHIELDHALL
February 2013
Boldy gone Famous carrier USS Enterprise deactivated
ST NICHOLAS
Farewell
to the
Big One
February 2013 3.95
Naval mystery HMS Dasher Broadcasters Pirate radio ships Voyage report Out of Egypt
CLASSIC FERRY
ICEBREAKERS
READY TO TACKLE THE
NORTH-WEST PASSAGE
SM_feb_12_cover_mh.indd 1 13/12/2012 07:41
FEBRUARY 2013: USS
ENTERPRISE RETIRES FROM
SERVICE, WATERFRONT, COVER UP
ON THE CLYDE, A VOYAGE TO
EGYPT, SHIPS OF GRAY, NORTH SEA
PIRATES.
APRIL 2013: AMERICAN
TOWBOATS, TRAWLER TRAGEDIES,
P&O BRIDGE VISIT, FERRY
HOPPING ON THE RIVER SEINE,
TSS EARNSLAW CELEBRATES
CENTURY.
JUNE 2013: WEE SCOTTS
COASTERS, RUBY MAKING UP FOR
LOST TIME, FOR FREIGHT ONLY,
HMS BELFAST, TRAGEDY IN THE
BALTIC, MOVING CARS AROUND
THE WORLD.
SEPTEMBER 2013: BUILT ON THE
TYNE, THE PORT WITH
EVERYTHING, LOFOTEN:
HURTIGRUTEN'S TIME MACHINE
TO THE NORTH OF NORWAY, THE
TALL SHICATTLE GLASGOW.
Famous carrier
leaves for
the breakers
3.95
Georg Bchner Last of the Congo boats
Cruise news Europa 2 not just another newship
FAREWELL
TO ARK
ROYAL
AUGUST 2013 3.95
NAVAL SPECIAL
BRITAINS FUTURE NAVY HEROES IN THE BALTIC SUBMARINE ON THE MERSEY
ALSO THIS MONTH
PROFILE
Diamond Princess
FERRIES Around Britain
August 2013
Four newbox
boats debut at
Southampton
AUGUST 2013 OFC_cover lines.indd 1 19/06/2013 10:48
AUGUST 2013: FAREWELL TO ARK
ROYAL, AUSSIES LOOK NORTH,
FLYCO READY TO GO, THE FUTURE
ROYAL NAVY, BALTIC HEROES,
DIAMOND PRINCESS, CLASSIC
TANKERS.
JULY 2013: TITANIC II PLANS
MOVE FORWARD, QUEEN MARY
RESTORATION BOOST, WINDS OF
CHANGE ON THE IRISH SEA...,
NORWEGIAN BREAKAWAY, THE
'BURMA BOATS'.
3.95 www.shipsmonthly.com
All change The English Channel ferry scene
SHIP
MONTH
OF THE
FINNMARKEN
January 2013
Preservation news Caroline Daniel Adamson Arktika
Singapore Argentina
Japan Denmark
Russia Rotterdam
SHIPPING
ROUND THE
WORLD
INTERNATIONAL ISSUE
US NAVY IN PROFILE
January 2013 3.95
DENMARK Liner Jutlandia RUSSIA Rebuilt bulkers SINGAPORE Maritime Mosaic
SM_JAN_12_cover_mh.indd 1 20/11/2012 19:40
JANUARY 2013: SHIPPING
ROUND THE WORLD. US NAVY IN
PROFILE. RIVER PLATE VOYAGE.
HEY HO JUTLANDIA! FROM SEA TO
SHINY SEA. ORIENTAL SNAPSHOT.
NEW TRICKS ... OLD SHIPS. VIEW
FROM THE BRIDGE.
NOVEMBER 2013: HEULIN-
RENOUF GO OUT OF BUSINESS,
BULKER GROUNDED OFF DUBLIN
BAY, THE US NAVY MOVES TO THE
EASTERN MEDITERRANEAN, USCG
SHIP LEGEND LAUNCHED.
DECEMBER 2013: COSTA
CONCORDIA, SURPRISE VISITOR,
BUILT FOR WAR, WHITE STARS
BIG FOUR, GONE BUT HARDLY
FORGOTTEN, MARITIME MOSAIC,
THE NEVER-ENDING STORY
JANUARY 2014: CELEBRATIONS
DOWN UNDER, WHATEVER
HAPPENED TO, NORWEGIAN EPIC,
THE P&O FERRIES LEGACY,
BRUNELS SHIPS, A PREMIER PORT
FEBRUARY 2014: BETTER
BULKERS, MARITIME MOSAIC,
TRANSATLANTIC LINER
EVOLUTION, THE BERMUDA
CONNECTION, LAST OF THE
CLASSIC DESTROYERS
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Farewell Saga Ruby Last of the Norwegian America Liners
Profle of the cruise liner Saga Ruby, which arrived at Southampton
for the fnal time as a cruise ship in early January. She is the last
passenger ship ordered by Norwegian America Line and the sole
survivor of a quartet of iconic ships built after World War II.
Ship of the month: USS Ronald Reagan
A behind-the-scenes profle of USS Ronald
Reagan, the ninth of the US Navys ten
nuclear-powered aircraft carriers.
SHIPPING NEWS AT THE SPEED OF LIGHT
MARINE NEWS NOW IN DIGITAL FORMAT
WORLD SHIP SOCIETY MEMBERSHIP HAS NEVER BEEN BETTER VALUE
The World Ship Societys monthly journal Marine News has been the enthusiasts best source of shipping news for 65 years. It is now available to
members as a PDF delivered by e-mail Consequently, Marine News is cheaper, delivered earlier and more up to date. World Ship Society membership
for those taking the digital Marine News version costs just 20 per year (a paper version will continue to be available).
For that annual subscription, you get all the other benets of membership: branch activities, signicant price reductions on other Society publications,
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Get a trial digital copy of Marine News by visiting http://worldshipsociety.org/493301.html and see how for just 20, membership of the World Ship
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Alternatively, just email your name and address to membershipsecretary@worldshipsociety.org
or write to the Membership
Secretary, World Ship Society, 17 Birchdale Road, Appleton,
Warrington, Cheshire WA4 5AR (UK)
PLUS
The last Clan Liners Roy Fenton recalls the
end of a classic line of cargo ships.
Whale catchers A look at whaling ships and
their early operations in Shetland, then later
in the Antarctic.
When did you frst go to sea?
In 1970, at the age of 17, right after
high school, with the Union Steamship
company of New Zealand. My father
was a navy man and things at home
were referred to in nautical terms.
After completing my cadetship I
joined Oronsay, my frst passenger
ship, in 1974 as a junior third offcer
keeping watch.
When did you become a captain?
I received my Masters Certifcate in
1979 from the City of London Nautical
College. In 2000 I received my frst
permanent command on board the
1984-built Royal Princess, operated
by Princess Cruises. I moved from
Princess to Cunard in 2005 to take
command of Queen Elizabeth 2. My
frst command of Queen Mary 2 came
in 2006, although I was involved with
the construction of Queen Victoria
in the interim and had a short stint
back aboard Artemis (previously Royal
Princess and my frst command).
In April 2011 I was appointed
Commodore of Cunard Line.
What adjustment did you make
coming to Queen Mary 2?
Apart from size, these bigger ships
are so much easier to handle than the
older, smaller ones. QE2 was a very
diffcult ship to manoeuvre, and the
instrumentation was so basic that you
really had to do it by eye. QE2 would
do really well in a straight line but
she would give a lot of trouble when
you needed to manoeuvre. There
were times when you would put the
rudder hard over and the engines full
ahead and nothing would happen.
QE2 also had very weak bow thrusters,
a single rudder and her propellers
turned inward, which meant you had
no coupling force when going one
aheadand one astern.
If you were advising a shipyard
on building a new ocean
liner for the next decade
and they were starting with
the blueprints of QM2, what
changes would you recommend?
First, I would like bow thrusters that
can be used at any time. On QM2 we
have to slow down before we can
open the thruster doors and it would
be better if we could engage them
already at a higher speed. The old
Oriana had guillotine doors for her
bow thrusters, which were more
practical. She was a wonderful sea
ship and very advanced for her time.
Second, I think we could do a better
job with the gangways by making
them wider and electronic.
Do you often use the marine gas
turbines aboard QM2?
We have six sources of power: four
diesels and two gas turbines. QM2 has
a top speed of 29 knots and can do 19
knots on only three diesel engines.
She can do 24 knots on three diesels
and one gas turbine.
No doubt you have seen a lot of
rough weather in your career.
What is the worst you can
remember?
The worst weather I experienced was
when I was a cadet in a small ship that
traded across the Tasman Sea. We
experienced some very violent seas
and the ship had no stabilisation, so
we were rolling considerably. You
cant cook in that kind of weather,
so we went days without hot food,
and sleeping was especially diffcult.
On QM2 I have seen some very
THE LAST WORD

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,
rough weather force 11 winds

with 9m to 10m swells. She moves
about and there are times when it
is uncomfortable, but you have the
knowledge that there is no ship that
can handle it better. But generally we
avoid bad weather, not only because
it is bad for the passengers, but also
because the ship is less effcient.
What are the most signifcant
improvements you have seen
during your career at sea?
Satellite navigation is very useful. I frst
used it when on Oriana, and it
was in the shape of a DPD Computer
the size of a door, which would
provide a printout every hour or so.
Electronic charts which instantly
identify your location are also very
useful. We still keep up the old
methods, but electronic charts are a
great beneft.
With the recent announcement of Cunards two
special events in 2015 to be held in its spiritual home
of Liverpool in celebration of the companys 175th
anniversary, Captain Christopher Rynd, master of
Queen Mary 2, talks to Byron Clayton about his career
and the ship he now commands while crossing the
Atlantic westbound.
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62000
RMS Titanic Captain
John Edward Smith
Charity No. 1150541
Clan Lines 1956, 9299-ton,
General Cargo Ship s.s. Argyllshire 36
British Indias 1948, 10294-ton, Passenger Cargo
Liner, RMS Karanja 24
Blue Star Lines 1949, 10174-ton, General Cargo
Ship, m.v. English Star 24 & 36
Ben Lines 1956, 9355-ton, General Cargo Ship,
s.s. Bendoran 24 & 36
P&O 1960, 49073-ton Ocean Liner, s.s. Canberra
We bring classic ships of the bygone age back to life so that you can own one of these special;
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Blue Funnel Lines 1956, General Cargo Ship,
Dolius 24
Cunard Lines 1967, 79327-ton Ocean Liner,
s.s. Queen Elizabeth 2, 24
Clan Lines 1956, 9299-ton General Cargo Ship
s.s. Argyllshire 15 Waterline
Cl Lin 956, 9299- Ge l Ca Ship
Blue Funnel Lines 1964 8264-ton Refrigerated
Cattle Carrier m.v. Centaur 24
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Federal Steam Navigations 1950, 6689-ton,
General Cargo Ship, m.v. Nottingham 15
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Tel: +44 (0) 1562 865203.
email: keith@classicshipmodels.co.uk Web: www.classicshipmodels.co.uk
Port Lines 1946, 10561-ton,
General Cargo Ship, m.v. Port Wellington 20
Po Lin 946, 0561
Caledonian Macbrayne 1998,
5499-ton ferry, m.v. Clansman 15

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