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THE NEW AND THE OLD IN 2020
I
n the last issue we looked at the new Stena ferries that are due to enter service early in 2020, with the first, Stena Estrid, on her way. In this issue we have an overview of the world’s biggest ferries, all impressive vessels in their own right, while we also profile the new cruise ship Norwegian Encore. While we look forward to the state-ofthe-art ships due to enter service in 2020, we also look at some of the preservation success stories in the British Isles, recalling the nation’s maritime past. These include Portsmouth Historic Dockyard, well worth a visit if you are looking for a day out this
spring, and HMS Caroline, on display in Belfast, and one of the most significant ships still in existence. I was fortunate to first visit the ship in 2002, when she was in a training role, and getting on board required a passport and security clearance. Now, however, she is open to all and is a fine example of how, with support, imagination and finance, ship preservation can be a success.
Nicholas Leach • Editor sm.ed@kelsey.co.uk
HMS Caroline in Belfast in 2011, prior to being restored and opened to the public.
Contributors this month
Ships Monthly on Facebook
Russell Plummer
Andrew McAlpine
Russell Plummer has been contributing to Ships Monthly for many years, and has travelled on, and written about, hundreds of ferries.
Having grown up near Southampton, Andrew McAlpine has turned his love of ships into a career; he works at the port and photographs the shipping scene.
James Hendrie
Dene Bebington
James Hendrie is a part time freelance writer whose interests range from social history to transport. He is a regular contributor to Ships Monthly.
Dene Bebbington writes in his spare time about history, heritage and aviation. He also writes genre fiction and has published two ebook novellas.
REGULAR CONTRIBUTORS Andrew & Donna Cooke • Roy Cressey • Gary Davies • Roy Fenton • William Mayes • Russell Plummer • Jim Shaw • Conrad Waters
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SHIPS MONTHLY See page 18 Kelsey Media takes your personal data very seriously. For more information of our privacy policy, please visit www.kelsey.co.uk/privacy-policy. If at any point you have any queries regarding Kelsey’s data policy you can email our Data Protection Officer at dpo@kelsey.co.uk
www.shipsmonthly.com • February 2020 •
3
CONTENTS HMS PRINCE OF WALES COMMANDER www.shipsmonthly.com
MARITIME HERITAGE
REGULARS 6 WATERFRONT
■ PORTSMOUTH DOCKYARD ■ HMS WARRIOR ■ HMS CAROLINE
ENCORE!
TALL SHIPS RACE NEWS 2020
NEW CRUISE GIANT NORWEGIAN ENCORE ON BOARD NCL’S LATEST MEGA SHIP
16 CARGO World’s largest stainless steel tanker, new shortsea coaster design, and new tanker.
The ferry Jireh has nowhere to go, new cranes on the Mersey, and new transatlantic PCTCs.
7 UNDER SAIL Tall ships deployments in 2020, and JST barque Lord Nelson decommissioned. Max Mudie
10 FERRY FLEET FOCUS
Brittany Ferries gain Condor share, and CalMac passenger record. Russell Plummer
JAPAN MARITIME DEFENCE FORCE
12 CRUISE
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Fleet changes in Australia, Scarlet Lady, and CMV continue to expand fleet. William Mayes
NORTH ISLES Orkney Ferries
CLASSIC CARGO Greek owned
GREEN SHIPS BW Group
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Photos of ships around the world, including at Hamburg, Oban, Gibraltar and on the Thames.
CHARTROOM 62 SHIPS MAIL
COVER The new cruise ship Norwegian Encore has recently entered service; see our profile starting on page 36. COMPANY PHOTO
ALSO AVAILABLE DIGITALLY
33 SHIPS PICTORIAL
A selection of letters from readers.
63 SHIPS LIBRARY 14 NAVAL
Reviews of maritime- and ship-related books.
New Arleigh Burke destroyers, and RN carriers together at Portsmouth. Gary Davies
Cruise ships calling in February.
64 PORTS OF CALL
SUBSCRIBE TODAY • See page 18 for more info
Stena Hollandica, pictured arriving at Harwich, is one of the largest ferries in the world. For details of the top 25 biggest ferries currently operating, see pages 42-45. MARITIME PHOTOGRAPHIC
WWW.SHIPSMONTHLY.COM
FEATURES
51 BW GROUP
20 SHIPSPOTTING
History of Bermuda-headquartered BW Group, a conglomerate formed out of two of the world’s largest shipping companies. Jim Shaw
Battery Point near Portishead offers a great vantage point for seeing ships. Paul Green
56 MARITIME MOSAIC Photo feature of Orkney Ferries, which operates nine inter-island ferries between Orkney’s mainland and 13 island destinations.
58 GREEK SHIPPING Three Greek shipowners, their joint ventures and the ships they operated. Malcolm Cranfield
36 NORWEGIAN ENCORE
HISTORIC SHIPS 22 HISTORIC DOCKYARD During 2020 several anniversaries will be marked at Portsmouth Historic Dockyard, and the ships now on display. James Hendrie
25 HMS WARRIOR HMS Warrior was the first of the British ironhulled warships, and now a major attraction at Portsmouth Dockyard. Dene Bebbington
28 HMS CAROLINE HMS Caroline, well known in Belfast and last survivor of the Battle of Jutland, has recently undergone a restoration.
Profile of the new cruise ship Norwegian Encore, the fourth and final ship in NCL’s Breakaway-Plus class. Andrew McAlpine
42 SUPERFERRIES A look at ferry developments as bigger ships became the norm during a period of growth that began in the 1980s. Russell Plummer
46 JAPAN DEFENCE Profile of the expanding Japan Maritime Self Defence Force. Conrad Waters
64 FROM THE BRIDGE Captain Darren Houston RN, first commander of the new aircraft carrier HMS Prince of Wales, talks about the new ship. Patrick Boniface
FEBRUARY 2020 • Volume 55 • No.2
WATERFRONT ZERO-EMISSION OFFSHORE VESSEL Norway’s Ulstein Group has developed a zero-emission hybrid offshore construction vessel based on its existing SX190 design that would combine diesel and hydrogen fuel cell propulsion. The ship would have an installed power of 7.5MW, of which 2MW would be generated by the fuel cells. The required hydrogen would be carried in pressurised storage containers on the aft deck. These would be loaded and unloaded by normal container equipment, eliminating the need for specialised bunkering infrastructure. The fuel cells would give a zero-emission endurance of up to two weeks, while the conventional diesel system could cut in for extended missions. JS
A zero-emission offshore vessel designed by Ulstein would carry its hydrogen fuel in pressurised storage containers on the aft deck. ULSTEIN
FIRE A MAJOR PROBLEM FOR SALVAGE SALVAGE INDUSTRY According to the International Salvage Union (ISU), which represents 52 salvage companies based in 32 countries, its members provided 234 services last year, including 224 operations involving over 3.2 million tonnes of potentially polluting or hazardous liquid and dry cargoes. However, despite its successes, the salvage industry remains a relatively small business sector and not always a profitable one. The recorded gross revenue for ISU members in 2018 was $409 million, compared to $457 million in 2017. Although revenue from Lloyd’s Open Form (LOF) contracts increased to $104 million, up from $53 million posted in 2017, income from wreck removal operations declined by $56 million compared to the previous year. This saw five ISU members leave the salvage association because of difficult market conditions and the marginal returns. At the same time, fires aboard container ships have become a major problem for
US BOX SHIP FOR SCRAP
Fires aboard container ships have become a major problem for the salvage industry because of the difficulty of putting such blazes out. SALVAGE UNION
salvors because of the difficulty of putting them out. Because of the large number of fires that have taken place over the past year,
NEW CRANES ON THE MERSEY PORT NEWS On 2 December 2019 three ‘megamax’ quayside cranes arrived on the River Mersey, destined for the Liverpool2 container terminal, completing the final stage of their voyage from China. The cranes are part of work on the second phase of the Liverpool2 project to provide additional capacity at the port. Their arrival follows Peel Ports
Seen as Horizon Producer, the 1974-built Matson Producer has been sold for scrap following a long period of layup on Puget Sound. JIM SHAW
LIVESTOCK CARRIER The 46-year-old container ship Matson Producer, completed by Bethlehem Steel Corporation in 1974 as New Zealand Bear for the Pacific Far East Line (PFEL), has been sold for demolition. The 25,699dwt ship was originally ordered by Matson, but was taken over before completion by PFEL, which
almost immediately sold her to SeaLand Services, after which she was renamed Sea-Land Producer, and in later years CSX Producer and Horizon Producer. Matson regained the vessel when it took over Horizon Lines in 2015 and for several years used it for relief work. Sistership Matson Consumer, built in 1973 as Australia Bear, was scrapped at Brownsville, Texas in 2018. JS
6 • February 2020 • www.shipsmonthly.com
the financial figures for 2019 are expected to exceed those of 2018 by a fair margin, once the final tabulations are in. JS
The 1988-built heavylift vessel Zhen Hua 25 (38,255gt) arriving on the Mersey; each crane measures 92m.
announcing a record-breaking month for its container operations at the Port of Liverpool, with yearon-year growth of 12 per cent. The cranes arrived on the heavylift vessel Zhen Hua 25, which left Shanghai on 15 September and came to Liverpool via the Cape of Good Hope. The cranes were built by Zhenhua Heavy Industries Co (ZPMC), the largest heavy-duty equipment manufacturer in the world.
news HYBRIDS
The ferry Jireh at Portland, with (inset) her unpaid Russian crew waving to local reporters; her future remains unclear. STEVE BELASCO
STRANDED SHIP The Nigerian-owned ship Jireh was in the news, having called at various south coast ports but being denied entry in November 2019. The vessel was eventually towed to Portland Port in the early hours of 19 November 2019 after suffering a power failure with nine crew members on board. Bound for Senegal from Norway, the ship got caught in bad weather, having already been denied entry to ports in the Channel Islands before she travelled to Weymouth.
Portland Harbour Authority and Portland-based Quest Marine carried out what was described as a ‘difficult and daring rescue’ shortly after 0200 to bring the ship to the port. Border Force officials boarded the ship and she was seized by the Maritime Coastguard
STATE-OF-THE-ART VESSELS MULTI-PURPOSE The technology group Wärtsilä are to supply engines, generators and thrusters for installation on two new state-of-the-art vessels being built for the Netherlandsbased shipping company Spliethoff, which operates a fleet of 50 multi-purpose vessels, at
Fujian Mawei Shipbuilding yard in China. The multi-purpose DP2-B-type ships will have DP2 station-keeping ability in conditions up to force six, making them ideal for supplying large volumes and heavy cargo directly offshore. They will also have high fuel efficiency and a minimal environmental footprint.
NEW FERRIES
Agency (MCA) for not achieving full compliance with merchant shipping regulations, for her direction of travel, and failing to meet MCA living standards. The Russian crew, who have not yet been paid after two months at sea, were in the care of the Sailors’ Society seafarers charity. US ship HOS Red Rock, which was at the same quay in Portland, provided hot food and drink. The ro-ro ferry Jireh, formerly Strandebarm, set off for Senegal from Rubbestadneset in Norway on 28 October after being sold by her Norwegian owners.
BC Ferries has taken delivery of two diesel/battery hybrid ferries from Damen Group. BC FERRIES
TRANSATLANTIC PCTCs
The multiple-deck Siem Confucius makes use of cylindrical LNG storage tanks fitted into the hull just forward of the engine room. SIEM CAR CARRIERS
LNG-FUELLED
An impression of one of the two 141m vessels which are currently under construction; they are expected to be delivered in the autumn of 2021.
Vancouver, BC-headquartered BC Ferries has taken delivery of two diesel/battery hybrid ferries from Holland’s Damen Group and has ordered four more. Known as the Island class, the 265ft doubleended ferries can carry up to 47 cars and accommodate between 300 and 450 passengers. Besides having battery banks to assist in propulsion, the vessels are equipped with scrubbers to clean engine exhaust and also make use of heat recovery systems for interior heating and lighting. They have been designed so that they can be converted to all-electric drive once shore-based charging stations have been completed. JS
China’s Xiamen Shipyard has delivered the twin 75,000gt LNGfuelled Pure Car Truck Carriers (PCTCs) Siem Confucius and Siem Aristotle to Norway’s Siem Car Carriers for operation across the Atlantic between Europe and North America under long-term contract to Volkswagen. Each 200m by 38m ship
can carry 4,700 vehicles on 13 decks and is powered by a MAN B&W S60ME-GI dual-fuel two-stroke engine of 12,600kW output, driving a four-bladed MAN Alpha fixed-pitch Kappel propeller. LNG is stored in two 1,800m3 capacity cryogenic tanks installed at the bottom of the ship to give sufficient fuel for a 12,000-nautical-mile round trip, plus ten per cent reserve. JS
www.shipsmonthly.com • February 2020 •
7
WATERFRONT • www.shipsmonthly.com • Cudham Tithe Barn, Berry’s Hill, Cudham, Kent TN16 3AG • t > 01959 541444 • e > sm.ed@kelsey.co.uk
THE FERRY WITH NOWHERE TO GO ELECTRIC
WATERFRONT BRIEF NEWS TRIPS LOST • Baltic ferry operations were disrupted at the end of November 2019, when a strike by employees of Posti, Finland’s postal service, received support from workers in other sectors. Sailings by Finnishregistered tonnage had to be suspended. Viking Line, Silja Line, Eckerö Line and Wasa Line services were affected for two weeks, with a total of ten vessels halted, including Viking pair Mariella and Gabriella, plus Silja Serenade, all of which were lying in Helsinki’s South Harbour. Only Silja Line was able to operate, using Sweden-registered pair Silja Symphony and Galaxy. RP DECK CARRIER LAUNCHED • China’s Jiangsu Zhenjiang Shipyard has launched the 148.5m deck carrier Boldwind as the first in a series of two specialised vessels ordered by United Wind Logistics that will be used by MHI Vestas to transport offshore wind turbine components. JS NEW BOXBOAT • On 5 December 2019, at the Marintec China trade fair in Shanghai, DNV GL entered into a Joint Development Project (JDP) with Huangpu-Wenchong Shipbuilding Company (HPWS) for a 5,000TEU LNG dual-fuel containership. HPWS and DNV GL will jointly develop the new energy-efficient Panamax boxboat for the fastgrowing intra-Asia trades. To minimise energy consumption and air emissions, the vessel will use LNG as a fuel and have an hydrodynamically-optimised low resistance ship line, with enhanced ergonomic design giving greater crew comfort. ACL LIVERPOOL DEAL • Atlantic Container Line (ACL), a Grimaldi Group Company, has agreed a new 15-year contract extension for container and roll-on/roll-off operations at the Port of Liverpool until 2035. ACL is already the largest ocean carrier operating at Liverpool’s Royal Seaforth Container Terminal and the port’s longest-serving container carrier. ACL ships over 125,000 units of containers, cars and ro-ro machinery per annum.
GREENPEACE IN LONDON
UNDER TALL SHIPS
Rainbow Warrior under sail on the Thames, inbound for London. FRASER GREY
ENVIRONMENT On 20 November 2019 Greenpeace’s purpose-built motor- yacht, Rainbow Warrior, paid a courtesy visit to London, being moored in West India Dock. She has recently been involved in protests at the Brent oil field,
having held open boat days in Ostend and Antwerp. She is the third Greenpeace ship to be named Rainbow Warrior, and joined the fleet in 2011. Her predecessor was sunk by the French intelligence service in 1985, after a campaign of anti-nuclear weapons testing.
NEWBUILD FOR DE NUL CRANE SHIP Belgium-based Jan De Nul Group has ordered a crane ship from the CMHI Haimen Shipyard in China that will have a lifting capacity of 5,000 tons. She will also meet the latest IMO emissions standards by using exhaust gas filtering technology. To be named Les Alizés, the vessel has been specifically designed for the installation of new generation offshore wind farms and
will be able to load, transport and install multiple units of the largest and heaviest wind turbine towers. This includes turbines standing more than 270m high which incorporate blades up to 120m in length and sit on foundations weighting more than 2,500 tonnes. Besides its high crane capacity, the new DP2-rated ship will have a deck loading capacity of over 61,000 tons and a deck working area of 9,300m2. JS
To be built in China, the new Jan De Nul-owned crane ship Les Alizés will have a lifting capacity of 5,000 tons. JAN DE NUL GROUP
8 • February 2020 • www.shipsmonthly.com
STI RACES 2020 will see the worldwide fleet of tall ships going in many different directions. The annual STI races return to the Iberian peninsula, with Lisbon, Cadiz and La Coruna hosting them again, and a new end port in Dunkirk. The fleet is made up of the usual vessels, but with some notable additions and absences. The largest Portuguese and Spanish vessels are off on long distance trips: NRP Sagres II, the Portuguese naval barque
SAILING TRUST LORD NELSON UK Charity, the Jubilee Sailing Trust, has decommissioned its 43m tall ship STS Lord Nelson. The barque, specially designed and built to take mixed ability crews, including those in wheelchairs, completed her last voyage on 11 October 2019. She entered Southampton water flying a 33ft decommissioning pennant, one foot for each year of her service. The Jubilee Sailing Trust, formed in 1978, raised £1 million in less than a week from its supporters in an emergency appeal in July. It was recently decided that it could not operate two tall ships, and still has the 60m wooden barque Tenacious, which is bound for the Caribbean, before transferring to
SAIL
news
Max Mudie
DEPLOYMENTS DURING 2020
built in 1937, will circumnavigate the globe, recreating Ferdinand Magellan’s first circumnavigation, of 1519-22. Ports of call include Tokyo, during the Olympics; Punta Arenas in Chile, near the Straits of Magellan; Shanghai; and Honolulu. She is due back in Portugal in January 2021. Spain’s magnificent topsail schooner Juan Sebastian de Elcano will also celebrate the 500th anniversary of Magellan, whose voyage was completed by de Elcano, for whom the schooner is named. Her cruise will
begin in August 2020, last for a year, and take in South America, Hong Kong, Mumbai and Muscat, among others ports. Three other regulars missing from the STI races will be Christian Radich, Gulden Leeuw and Wylde Swan. They are taking part in Sea Norway and will start from Oslo, sail as far north as Harstad and end up in IJmuiden in August, in time for Sail Amsterdam. The clipper Stad Amsterdam will also be there, before she departs in August 2020 for a two-year roundthe-world trip under the banner
SDG (Sustainable Development Goals) World Tour. Her ports of call will include Casablanca, Rio de Janeiro, the Galapagos, Tokyo, Australia, Mumbai and Cape Town. The ‘big Russians’, the fourmasted barques Kruzenshtern and Sedov, will be joined by three-masted ship Pallada, sister to Poland’s Dar Młodziezy, to mark the 200th anniversary of the Antarctic. They will also commemorate the 75th anniversary of the ending of World War II. Sedov and Pallada will undertake
BARQUE DECOMMISSIONED the Mediterranean in the spring; she will not be back in UK waters until August 2020. Lord Nelson’s short but active career has seen her transit the Atlantic many times, and she completed a round-the-world
a circumnavigation, while Kruzenshtern will sail to South America and the South Atlantic. Although many European ships will not participate in the STI races, there will be a strong South American contingent, with schooner Capitan Miranda being joined by the barques Gloria and Guayas. All three UK square riggers will be there: Tenacious, fresh from the Mediterranean, Pelican and the Sea Cadets’ Royalist, racing for the first time since her triumphant round of wins in the Baltic in 2017.
2019 RACE REPORTS
trip in 2012-14. She has two sisterships in the Indian Navy: training vessels INS Tarangini and INS Sudarshini. Lord Nelson will spend the winter in Bristol before a decision is made as to where to keep her on a permanent basis.
RACES & REGATTAS One race and one regatta during 2019: after Armada 2019 in Rouen in June, the Liberty Tall Ships regatta was a tworace event from Ouistreham to Scheveningen and then on to the first race port in the Tall Ships race, Aalborg. The first race attracted 15 class A vessels, including Cisne Branco
from Brazil and Oman’s Shabab Oman II (pictured). The first race of the annual STI Tall Ships races, from Aalborg to Fredrikstad, was won by Statsraad Lehmkuhl, with Fryderyk Chopin and Oosterschelde second and third. The fleet then cruised to Bergen, then to Aarhus. The race was won by Fryderyk Chopin, with Statsraad Lehmkuhl second.
www.shipsmonthly.com • February 2020 •
9
WATERFRONT • www.shipsmonthly.com • Cudham Tithe Barn, Berry’s Hill, Cudham, Kent TN16 3AG • t > 01959 541444 • e > sm.ed@kelsey.co.uk
Tall ships, from left to right: the schooner Juan Sebastian de Elcano; TS Royalist; and Sedov in Stavanger.
FERRY NEWS IN BRIEF WEEKEND EXTRAS • Wightlink are to offer 16 additional Western Solent return crossing from Lymington to Yarmouth, Isle of Wight between Friday and Monday each week from the beginning of April to the end of August. The extra trips will employ all of the route’s three-strong line-up of 2,546gt vessels Wight Light and Wight Sun dating from 2008 and the 2009-built Wight Sun. But Wightlink will not be repeating last summer’s threemonth night sailings trial on the Portsmouth-Ryde passenger service after demand failed to come up to expectations.
Russell Plummer
Condor Rapide (1997/5,007gt), pictured arriving at St Peter Port, and the rest of the Condor Ferries fleet have changed hands.
BRITTANY FERRIES GAIN CONDOR SHARE CHANNEL ISLANDS
DFDS GROWTH • The Danish ferry giant’s 2019 third quarter figures showed a two per cent growth in revenue to DKK4.5 billion, with profit before tax increasing to DKK647 million. DFDS has adjusted its projected revenue growth for the whole of 2019 to six per cent. IRISH CHARTER • Previously running on the DFDS North Sea route from Immingham to Cuxhaven, the Stena RoRoowned ro-ro freighter Stena Foreteller (2003/19,246gt) has joined Irish Ferries on charter until early May, first appearing on the Dublin-Holyhead run during a period when regular vessels were receiving annual overhauls. With 6,695 lanemetres of vehicle space, Stena Foreteller originally came from Chinese builder Dalian.
Macquarie Infrastructure and Real Assets (MIRA) has sold Channel Islands-based Condor Ferries to Columbia Threadneedle European Sustainable Infrastructure (ESIF) in an undisclosed price deal, which will include a minority stake for Brittany Ferries.
MIRA had owned the Condor operation since 2008 in the aftermath of spells when the Royal Bank of Scotland and ABN AMRO held the purse strings. Condor currently serve Guernsey and Jersey from Poole with the 102m trimaran Condor Liberation (2010/6,307gt), and ferries Commodore Clipper (1999/14,000gt) carrying
passengers, cars and freight from Portsmouth, and Commodore Goodwill (1996/11,166gt) handling freight only. The line-up is completed by the 86m Incat Condor Rapide, acquired in 2010 and now running from Guernsey and Jersey to St Malo, France. The Condor vessels have annual carryings of around a million passengers and 200,000 vehicles.
STENA ESTRID DELIVERED ON TIME IRISH SEA The Avic Weihai Shipyard, now part of China Merchants and trading as CMI Jinling Weihai, delivered Stena Line’s first vessel from the nine-strong E-Flexer service as scheduled on 15 November 2019 in a ceremony attended by company owner Dan Sten Olsson and senior Stena management members.
The event concluded with a blessing by the Rev Stephen Miller of the Mission to Seafarers, with the 42,000gt vessel sailing for Singapore on 22 November at the start of a six-week, 10,000-nauticalmile delivery voyage via the Suez Canal to the Irish Sea to replace Stena Superfast X (2002/30,285gt) on the Holyhead-Dublin service. The second and third E-Flexers, Stena Edda and Stena Embla,
now taking shape at the yard in north-western China, are also set to serve on the Irish Sea, taking over the Birkenhead Twelve Quays to Belfast route in late Spring this year and early in 2021.
FERRIES IN THE NEWS . . . FERRIES IN THE NEWS . . . FERRIES IN THE NEWS . . . FERRIES IN THE NEWS . . . FERRIES IN T
CANARY BRIDGE • The BaleariaFred. Olsen Express joint ferry service from Huelva, Spain to the Canary Islands is now covered by the LNG-powered ro-pax Marie Curie. The Visentini-built vessel, delivered in July last year, carries 800 passengers, 166 cars and 2,194 lane-metres for freight vehicles.
THAMES CLIPPERS • River bus services through Central London now have 23 stopping points, following the opening of the Royal Wharf Pier serving the Royal Docks. Passengers are able to make the trip to London Bridge City Pier on the RB1 service, between the existing Woolwich Royal Arsenal and North Greenwich Piers, in 38 minutes. MBNA Thames Clippers started operations with a single vessel in 1999 and now has a 20-strong fleet, carrying more than four million passengers a year, with 17 of them high-speed catamarans.
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KERRY • Brittany Ferries ‘no frills economie’ services from Cork to Santander and Roscoff, France have been taken over by the Visentini-built ro-pax vessel Kerry (2001/24,418gt), which had been sailing in the Med as AF Michela. Previous Cork-based ferry Connemara (2017/27,414gt) has moved to Brittany Ferries English Channel routes now, with a French crew.
ROUTE CLOSES • The Japanese link between Uno and Takamatsu closed on 16 December 2019 after traffic fell away following the abolition of tolls for the Seto Ohashi Bridge. What was popularly known as the ‘Uko Route’ was opened in 1910 by the Imperial Government Railway, which later became Japanese National Railways. The 987gt/2000-built Shodoshima Maru No.1 was the last ship to be used. Prior to the bridge opening in 1988, the 18km service used ferries from three companies, but only the Shikoku Grou’s Olive Line were latterly involved.
news AI PROJECT SAVES FUEL STENA GROUP
CMAL has bought Loch Seaforth, running Ullapool-Stornoway, from the Lloyds Banking Group, who financed building in 2015 and have leased the vessel for use by CalMac since completion at the FSG yard in Flensburg.
SCOTTISH WATERS Record passenger numbers helped to give Caledonian MacBrayne an increase in profits before tax of £7.1 million for the year ending 31 March 2019, compared to a £4.2 million profit in 2017-18. For the first time CalMac’s Clyde and Western Isles routes carried more than 5.6 million passengers and 1.4 million vehicles on 162,335 sailings, to
achieve revenue of £215 million, up £4.2 million on 2018. Parent company David MacBrayne Ltd attributes the growth to Western Isles routes attracting more visitors, but admits that operating a large and ageing fleet is bringing problems for some vessels, with £9 million set aside on top of an annual £15 million CalMac maintenance budget for work on five vessels. Major work during this year includes new engines for double-
enders Loch Striven (1986/206gt) and Loch Tarbet (1992/211gt), and replacement of pitch control systems on Oban-based pair Clansman (1998/5,499gt) and Isle of Lewis (1995/6,735gt). A new bow thruster is planned for installation on Hebridean Isles (1985/3,040gt). Caledonian Marine Assets has also bought Loch Seaforth, at 8,478gt the largest unit in the CalMac fleet, for an undisclosed sum from the Lloyds Banking Group.
FOUR-SHIP BOOST FOR WIGHT YARD MALTESE ORDER The East Cowes-based Wight Shipyard has secured its largest export order to date, comprising two pairs of catamarans which are due to enter service with Maltabased Captain Morgan Holdings during May this year. Developed from Shermara Repair, Wight
Shipyard has built vessels recently including fast catamarans for both MBNA Thames Clippers and Southampton-based Red Funnel. Valued at £20 million, the Malta contract is for two 33m craft carrying 297 passengers, with a service speed of 27.5 knots and based on designs by One2three for Australia’s Manly Fast Ferry in 2016 and 2018.
Two smaller 20m catamarans will follow to replace existing vessels in use on harbour services. Wight Shipyard’s chief executive Peter Morton commented: ‘We have been working with designers One2three to develop lighter, more fuel-efficient ferries and are also integrating boarding to match the wharves and docks of Malta.’
After successful tests using artificial intelligence on two vessels sailing in northern waters, Stena Line is pushing ahead with plans to equip all 37 ferries in its European fleets, including North Sea and Irish Sea vessels, with software now known as Stena Fuel Pilot. On the initial tests, using Gothenburg-Kiel route vessel Stena Scandinavica (2003/55,050gt) and Skane (1998/42,705gt), running between Trelleborg and Rostock, fuel consumption was reduced by between two and three per cent per trip, along with an ongoing Stena effort to reduce CO2 emissions by 2.5 per cent a year. The group’s Chief Transformation Officer, Jari Virtamem, explained: ‘Stena Line aims to become the world’s first cognitive ferry company assisted by AI in all areas by 2021. The project uses AI technology to support our captains and officers to save fuel and, by improving efficiency, we reduce both our costs and environmental footprint.’
Stena Scandinavica has been involved in AI trials. STENA LINE
HE NEWS . . . FERRIES IN THE NEWS . . . FERRIES IN THE NEWS . . . FERRIES IN THE NEWS . . . FERRIES IN THE NEWS . . ..
TROON TRIPS • CalMac vessels Hallaig and Bute (pictured) visited Ailsa Shipbuilding’s Troon yard in October 2019 for annual dry dockings and overhaul, Hallaig (2013/499gt) leaving the yard on 19 October. Two days later Bute (2005/2,612gt) arrived in Troon.
TEISTIN • Working on Faroe Islands services between Skopun and Gamlaraett for Strandfaraskip Landsins, the 2001-built 1,260gt vessel has been fitted with retractable bow foils to convert wave energy into propulsive thrust and reduce ship motions. Designed and fitted by Norwegian company Wavefoil, the new equipment suits ships shorter than 200m in length and is believed to have reduced fuel consumption by ten per cent for the 288-passenger/33-car and two lorries vessel, which was built in the Faroes at the Skala yard.
HOLLANDIA SEAWAYS • The 6,695 lane-metre ro-ro giant, third in a series of four ordered from the Chinese Jinling yard, entered service between Gothenburg and Ghent at the end of November. In 2020 she will be one of the vessels in a space charter agreement with Belgium’s CLdN.
AUSTAL ORDER • Sweden’s Bornholmslinjen has ordered its biggest fast craft to date, a 115m catamaran due from the Western Australia builders, to enter service as Express 5 from the island port of Ronne to the mainland terminal at Ystad in spring 2022. She can take 1,600 passengers over two decks, has space for 450 cars and 470 truck lane metres, and receives power from four dual-fuel 16-cylinder Wärtsilä engines powering waterjets. Express 5 will have a motion control system of forward T-foils and active trim tabs.
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CALMAC PASSENGER RECORD
CRUISE BRIEF NEWS
William Mayes
ANOTHER NEW PRIVATE ISLAND MSC Divina was the first caller at MSC’s private island.
CORRECTION • All cabins on World Explorer do not have balconies, as was inaccurately stated in SM, November 2019.
MSC CRUISES
SEADREAM YACHT CLUB • It appears that the order for SeaDream Innovation, placed with Damen Shipyards, has been cancelled by mutual consent. The 15,600gt ship would have carried 220 passengers and had been scheduled for delivery in September 2021. VIVA • Viva Cruises is the new name that has been chosen by Swiss river cruise operator Scylla for its first venture into ocean ships. Hapag-Lloyd’s Bremen will become Seaventure for Viva in May 2021 and will carry 164 passengers. COSTA CRUISES • Costa Smeralda was eventually delivered by Meyer Turku on 5 December 2019, just over a month late. New technology on this LNG-fuelled ship was cited by the shipyard as the reason for the delay. SEABOURN • The keel for the first of Seabourn’s expedition ships, Seabourn Venture, was laid at the Mariotti shipyard at San Giorgio di Nogaro, Italy on 4 December 2019. Seabourn Venture is due to enter service in June 2021. CARNIVAL CRUISE LINE • The American television hostess Vanna White named the 133,868gt 5,186-passenger Carnival Panorama, the last in the trio of Vista class ships, at Long Beach on 10 December 2019. The ship sailed from her builder’s yard at Marghera on 1 November 2019, bound for Long Beach. HOLLAND AMERICA • The first block of the final new ship in the current series for Holland America Line was laid at Fincantieri’s Marghera shipyard on 21 November. At just a little under 100,000gt, Ryndam will be the third ship in the Pinnacle class.
MSC CRUISES MSC Cruises has opened Ocean Cay MSC Marine Reserve, its private island in the Bahamas, later than planned. The first call to the former sand-producing island was by MSC Divina on 5 December 2019, after a three-year project to clear industrial debris and build visitor facilities. All four of MSC’s US-based ships, including MSC
Armonia, Meraviglia and Seaside, will feature the island as part of their itineraries, although on different days, as there is just one berth at present. The government of Qatar has reached agreement with MSC Cruises to charter the new MSC Europa and the somewhat older MSC Poesia as hotel accommodation for visiting spectators during the 2022 FIFA
NORWEGIAN COASTAL HAVILA/HURTIGRUTEN The decision to remove some of the Coastal Express sailings from Hurtigruten and allocate them to Havila Kystruten from 1 January 2021 may not, in hindsight, have been the best choice. Havila as a group operate 13 bulk carriers, one tanker and an offshore crane ship, but no passenger vessels. To fulfil the contract, Havila ordered two ships from the Barreras shipyard in Vigo, Spain and two similar vessels from the Tersan shipyard in Turkey. The Turkish pair has already been sold by Havila on a sale and charter
Fridtjof Nansen is set to be delivered early. HURTIGRUTEN
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back basis, and the Spanish pair were in trouble over weight problems. Construction came to a halt, and then the yard cancelled the contract. Havila Kystruten must have the Spanish pair or their replacements ready on 1 January 2021, but it seems unlikely that the ships will be ready, leaving a charter as the most likely short-term option. Meanwhile, Hurtigruten’s second new expedition ship, Fridtjof Nansen, has completed sea trials and will be delivered early from the Kleven yard in Norway, allowing some extra sailings to be inserted.
World Cup. At that time, the newly delivered the 204,000gt MSC Europa will be the company’s largest ship. Both vessels will be berthed in Doha Port for the duration of the tournament. MSC Virtuosa, a sister to the recently delivered MSC Grandiosa, has been floated out at the St Nazaire shipyard. There will be one more ship in the so-called Meraviglia plus series, due in 2023.
ACQUISITION AND EXPANSION
Le Ponant is undergoing a major refit in Genoa. PONANT CRUISES
PONANT Following the recent purchase of Paul Gauguin Cruises and its single ship, the 320-passenger Paul Gauguin (1997/19,170gt), Ponant Cruises has entered into an agreement with Fincantieri for the construction of two expedition style ships for its new brand. The 11,000gt 230-passenger vessels will be built by Fincantieri’s Norwegian Vard subsidiary for delivery in 2022. Meanwhile, the oldest and smallest member of the Ponant fleet, the 1991-built Le Ponant, a 64-passenger part sail-powered ship, is at the San Giorgio del Porto shipyard for a refit costing around $25 million.
news CROISIEUROPE
RICK FRENDT
FLEET CHANGES IN AUSTRALIA P&O CRUISES After a rapid expansion in the P&O Cruises Australia fleet, it is now contracting. That slimming down, however, is just in the number of ships, not the number of berths, but it will mean less flexibility in the location of ships at peak cruising times. A year ago the fleet consisted of five ships: Pacific Aria (ex-Ryndam), Pacific Dawn (ex-Regal Princess), Pacific
Eden (ex-Statendam), Pacific Explorer (ex-Dawn Princess) and Pacific Jewel (ex-Crown Princess, AIDAblu, Ocean Village Two). The disposal of Pacific Eden to CMV as Vasco da Gama and Pacific Jewel to Jalesh Cruises to become Karnika in spring 2019 reduced the fleet to three. In 2020 Pacific Adventure, now sailing as Golden Princess for Princess Cruises, will join the fleet, followed by Pacific
Encounter (Star Princess) in 2021. The latter ship will replace Pacific Aria and Pacific Dawn, both of which have just been sold to CMV for delivery in 2021. The total lower berth passenger capacity in early 2019 was around 7,400 and at the end of 2021 will be almost the same. It seems that Carnival Corp growth in the Australian market will be absorbed by its other brands operating seasonally in the region.
River/coastal cruise operator Croisieurope is branching out into ocean cruising, having recently acquired Silversea’s 120-passenger Silver Discoverer (1989, ex-Oceanic Grace, Oceanic Odyssey, Clipper Odyssey, La Belle des Oceans). In August 2019 she took the Belgian flag for Croisieurope, but on 25 November hit an uncharted rock off Krabi Island in the Malacca Strait, Thailand, causing some hull damage. Passengers were taken ashore to be flown back to Singapore and the ship was escorted by a Thai navy vessel to Phuket for examination. She later went to Singapore for repairs. BANGKOK POST/ACHADTAYA CHUENNIRAN
FIRST LADY NEARLY READY VIRGIN VOYAGES The first ship for a new cruise line that promises to be different from mainstream cruising successfully completed her sea trials between 15 and 30 November 2019, before returning to the shipyard in Genoa to be completed. Scarlet Lady will be delivered to Virgin Voyages in March 2020, and will sail on her maiden voyage, from Miami, on 1 April. The 110,000gt ship will carry Scarlet Lady will soon open Virgin Cruises’ account. VIRGIN VOYAGES
2,770 passengers and 1,160 crew members. Her Wärtsilä diesels will generate the power to drive a pair of 16,000kW ABB Azipods, which will give the ship a maximum speed of 23 knots. Scarlet Lady is expected to be based in Miami year-round. Her first sister, to be named Valiant Lady, will be homeported in Barcelona when she is delivered in May 2021. The third ship in the series is expected to be delivered by Fincantieri during 2022.
CMV’s new livery, featuring a dark blue hull complemented by a double white stripe.
CONTINUED EXPANSION CMV The growth of Cruise and Maritime Voyages continues, with two more ships acquired from P&O Cruises Australia for delivery in 2021. Cruise and Maritime Services formed the company in 2009, following the loss of its UK general sales agency for Louis Cruises and the bankruptcy of Transocean Tours, for which it was the UK agent. CMV began operating in 2010, using the chartered Marco Polo. CMV bought a restructured Transocean Tours in 2014 and
has gradually increased the combined fleet, adding Astor in 2013, the chartered Astoria (originally Stockholm) in 2015, and Magellan (built as Carnival’s Holiday) in the same year. Subsequently, P&O Cruises Australia has been the source of tonnage with the arrival of Pacific Pearl (now Columbus) in 2017 and Pacific Eden (now Vasco da Gama) in 2019. In 2021 Pacific Aria, sister to Pacific Eden, will join Transocean, while Pacific Dawn will become the new CMV flagship. Names for both have yet to be announced.
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TROUBLES
Star Princess will move to P&O Australia in 2021.
NAVAL
Gary Davies
MAXED-OUT ARLEIGHS US NAVY The recently fired Secretary of the Navy has announced the names of two more upcoming DDG-51 destroyers. The ships are to be named USS Thad Cochran (DDG-135) and USS Richard G. Lugar (DDG-136),
both navy veterans and long-serving politicians. The Flight III variants will become the 85th and 86th of the class, 13 of which have been ordered to date. The latest Arleigh Burke adaption
incorporates a 45 per cent redesign of the hull and internal compartments to increase buoyancy and accommodate the extra megawatt of power generation and cooling capacity required by the
newly developed Advanced Missile Defense Radar. The AN/SPY-6 radar system, which is to replace the existing AN/ SPY-1 as the primary radar for the Aegis Combat System, is claimed to be 30 times more sensitive. The US Navy is already looking at an even more powerful warship, dubbed the Large Surface Combatant.
The DDG-51 hull is now considered to have reached its maximum development potential. HII
NEW BLOCK ON THE SKIDS STOP-GAP SUBMARINES The US Navy has 18 Virginia class SSNs in service with plans for another 22. GDEB
US NAVY The Naval Sea Systems Command has placed its largest ever shipbuilding contract, with an award to General Dynamics Electric Boat for nine Virginia class attack submarines (SSN), worth US$22.2 billion. The contract for nine Block V boats, eight equipped with Virginia Payload Module (VPM), includes an option for one additional submarine with VPM, raising the potential value of the contract to US$24.1 billion. The VPM variants will have four
POLISH NAVY
large-diameter payload tubes, located in a new 10.3m-long hull section located amidships, increasing Tomahawk missile strike capacity from 12 to 40 missiles per boat. The design changes increase the displacement from 7,800 tonnes to 10,200 tonnes and will also enhance Special Forces operations. The multi-year block order will keep prime contractor GDEB and subcontractor HIIs’ Newport News SB at full capacity for the next decade, from 2021 onwards.
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Poland is in negotiations with Sweden for the purchase or lease of second-hand submarines, while they continue to develop long-term plans for three missilearmed submarines under the Orka programme. Their Baltic neighbour is offering the A17 submarines, Södermanland and Östergötland, as stop-gap replacements for their single Kilo class vessel and even older Kobben class (Type 207) boats, which date back to the 1960s. All are due to go out of service
well before replacements arrive. The Västergötland class vessels both received extensive mid-life modernisation in 2003-04, which included the insertion of new hull sections and replacement engines. The improvements were so comprehensive that the refitted pair became known as the Södermanland class. The Polish Defence Ministry is also considering tenders for the acquisition of new submarines from Naval Group (Scorpène armed with NCM missiles), the German Type 212 CD and the latest Swedish A26 platform.
Sweden and Poland are negotiating a deal worth around £200 million for Södermanland class submarines.
news The RN’s new aircraft carriers met at their homeport for the first time on 4 December 2019. MARITIME PHOTOGRAPHIC
ROYAL NAVY The HMS Queen Elizabeth carrier strike group is back in the UK after completing three months of operational trials with F-35 Lightning II jets in the USA. As HMS Northumberland and RFA Tideforce returned to Devonport, HMS Dragon and HMS Queen Elizabeth arrived back at Portsmouth, where the
carrier berthed ahead of her sistership, HMS Prince of Wales. The latter was formally commissioned by the ship’s sponsor, the Duchess of Cornwall, along with her husband, the Prince of Wales, on 10 December. The date was significant, as it marked the 78th anniversary of the sinking of the previous HMS Prince of Wales. The King George V class battleship was
lost to Japanese aircraft in the South China Sea in 1941. The ships’ coming together at Portsmouth for the first time is the culmination of 16 years of work by the Aircraft Carrier Alliance, a joint enterprise between Babcock, BAE Systems, Thales, and the UK Ministry of Defence. A similar partnership model is now being repeated for the Type 31 programme.
BREXIT BONUS AMBITIOUS CARRIER PLANS RFA The UK Ministry of Defence has again suspended a competition for new ships, citing concerns over value for money and commercial non-compliance. Alternatively, it may be the first step to reclassifying the vessels to circumvent an EU law that requires the construction of non-combatants to be open to overseas competition. The decision to halt international tenders for up to three new Fleet Solid Support (FSS) ships came a day after the publication of a review of the National Shipbuilding Strategy by its author, Sir John Parker. He criticised opening up the £1.5 billion contract to foreign shipyards and recommended that any future defence-funded vessels should only be open to UK competition. Prior to the suspension, only the Spanish firm Navantia and a British consortium remained in the running.
INDIAN NAVY The Indian Navy has reiterated its long-term ambition to operate three aircraft carriers, despite a significant reduction in their share of the defence budget, which is now down to 12 per cent. Speaking ahead of the annual Navy Day on 4 December 2019, the Chief of Naval Staff revealed that the Indigenous Aircraft Carrier 2 (IAC-2) will displace around 65,000 tonnes, have a conventional propulsion system,
Vikrant will operate MiG-29K jets and be homeported at Vizag.
and be equipped with an advanced electro-magnetic aircraft launch system. Design work is currently ongoing, and may well be based on the British Queen Elizabeth class’s twin-island concept. Meanwhile, the four General Electric LM2500+ gas turbines of the future INS Vikrant were fired up at the Cochin Shipyard for the first time in December. The much-delayed aircraft carrier, also known as IAC-1, is now on track to be in service by 2022, eight years later than originally planned.
BRIEF NEWS ROYAL NAVY • The future HMS Tamar has been acclaimed the RN’s ‘greenest’ ever vessel. The fourth Batch 2 River class OPV, currently undergoing sea trials, is the first to be equipped with a Urea system to reduce Nitrogen Oxide (NOx) emissions from the engines and generators. The exhaust suppression system has enabled the ship to achieve the Environmental Protection Agency’s Tier 3 status, aimed at cutting air pollution. RUSSIAN NAVY • The latest Project Borei-A SSBN, Knyaz Vladimir, has completed trials at the Northern Fleet’s combat training ranges in the White Sea. These included the test-firing of a Bulava ICBM towards the Kura range in Kamchatka in the Russian Far East and torpedo firings against underwater and surface targets. The Project 955A vessel features a number of design modifications which make her more manoeuvrable, deeper diving and less noisy than her predecessors. FRENCH NAVY • The French President has announced a procurement order for six new overseas patrol vessels. The Patrouilleurs Outre-Mer (POM) are to be based at French territories in the Pacific and Indian Oceans, replacing ageing P400-type patrol craft at New Caledonia, La Réunion and French Polynesia. The 70m POMs will be built by SOCARENAM in Boulogne for delivery between 2022 and 2025. Surveillance equipment will include an aerial drone system. BRAZILIAN NAVY • The first-of-class Riachuelo (S40) has successfully conducted her first static dive. The modified Scorpène class submarine submerged to a depth of 15m for the test at Itacuruçá Bay near Rio de Janeiro. Further sea trials are scheduled to take place during 2020 with commissioning planned for October. Brazil is acquiring four enlarged Scorpènes (S-BR) under a technology transfer agreement with Naval Group.
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CARRIERS AT HOME TOGETHER
CARGO BRIEF NEWS EAGLE BULK’S 50TH • Stamford, Connecticut-headquartered Eagle Bulk Shipping has taken delivery of the final ship in a series of six Ultramax bulk carriers that it recently agreed to purchase for $122.8 million, bringing its fleet up to 50 vessels with a combined 2.9 million tons deadweight. JS
CAR CARRIER TO BE CUT UP IN SITU
HEAVYLIFT CONSOLIDATION • Holland’s BigLift Shipping has take over the commercial operation of Chung Yang Shipping’s twin 14,700gt semisubmersibles CY Interocean I and CY Interocean II, which will both now operate alongside BigLift’s 23,100gt Biglift Barentsz and Biglift Baffin in the heavylift trades. JS SEASPAN BUYS SHIPS • Hong Kong-based Seaspan Corporation, the world’s largest charter owner and manager of container ships, has acquired another six vessels at a cost of $380 million to bring its combined fleet up to 119 ships. JS WORLD’S LARGEST SHIPBUILDING GROUP • The China Shipbuilding Industry Corp and China State Shipbuilding Corporation Limited have officially merged into one corporation, China Shipbuilding Group, which is now the world’s largest shipbuilding enterprise, with total assets of over $111 billion and more than 310,000 employees. JS NEW BUNKER HUB • Belgian tanker operator Euronav signed a service agreement in early November 2019 making Malaysia’s Linggi Port its supply base, providing low-sulphur marine fuels and other services to ships operating on the east of Suez routes. Linggi is close to one of the busiest shipping lanes, with deep water to accommodate large vessels. Euronav is one of the largest tanker companies in the world, and recently Oceania, one of its two ultra large crude carriers, was used for floating storage, with three million barrels of low-sulphur fuel oil to meet new emissions rules. RC
The 20,995dwt car carrier Golden Ray is to be dismantled in situ off the coast of Georgia rather than salvaged. US COAST GUARD
BROKEN UP The car carrier Golden Ray, which has been resting on its side off Brunswick, Georgia since early September (see SM, Nov 2019), is to be broken up where she lies in a project that is expected to take at least a year. To date, most
remaining fuel has been removed, and approximately 6,000 tons of rock have been positioned around the hull to keep it in place, as it lies just off a main shipping channel. The 4,200 vehicles on board, many of which have now broken their securing cables, will be removed and scrapped as the ship
NEW COASTER DESIGN SHORT SEA German joint investment company Rhenus-ArkonShipinvest plans to build a new series of Hanse Eco short sea coasters for the European trades. The new design will feature a bridge-forward design, an offset aft funnel and a long cargo hold with a capacity for more than 5,500m3 of bulk,
project or breakbulk cargo. The ships, to begin entering service in the second half of 2021, are to make use of an innovative hull shape to reduce fuel consumption and will be equipped with a hybrid propulsion system incorporating a catalytic converter and waste gas after-treatment unit to meet IMO Tier III exhaust gas standards. JS
A series of new 90m hybrid short sea coasters to be built for German operator Rhenus-Arkon-Shipinvest will have a load-carrying capacity of 4,200 tons. RAS
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is dismantled, with the possibility that a cofferdam will be built around the hull to contain pollution. Insured by North of England P&I Association, the two-year-old vessel will be taken apart by DonjonSmit, a US-Dutch company that will use carbide steel-toothed cable saws to section the hull. JS
METHANOLFUELLED PRODUCT TANKERS Sweden’s Stena Bulk and Switzerland’s Proman Shipping have joined forces to create Proman Stena Bulk Ltd, which has ordered two methanol-fuelled 49,900dwt product tankers from China’s Guangzhou Shipyard International for delivery starting at the beginning of 2022. The twin ships will use dual-fuel engines capable of running on methanol, which is rapidly emerging as a cost-effective alternative to LNG as a marine fuel. JS
Guangzhou is to build 49,900dwt product tankers which will use methanol as a fuel. PROMAN STENA BULK
news WINDFARMERS AT MONTROSE PORT NEWS The Scottish port of Montrose usually caters for oil rig support and cargo vessels with cargoes including fertilisers and timber. However, in November 2019 the energy firm SSE Renewables announced that it will use Montrose as its operations and maintenance base for the construction of the giant Seagreen Offshore Wind Farm. The new 173,400m3 capacity Maran Gas LNG tanker incorporates a hull air lubrication system to reduce fuel consumption. MARAN GAS
NEWBUILD South Korea’s Daewoo Shipbuilding & Marine Engineering (DSME) shipyard has delivered the world’s first LNG carrier to be fitted with a hull air lubrication system to Maran Gas Maritime of Greece. The lubrication system produces air bubbles to create a continuous air layer between the hull and seawater to reduce frictional resistance.
The system has been demonstrated to cut a ship’s fuel consumption by more than five per cent and Maran Gas has since requested that its 12 remaining LNG carriers, to be built by DSME, all for delivery by 2022, be fitted with the technology. Maran Gas currently operate a fleet of 32 vessels with an average age of less than four years, and has 12 newbuilds on order, all of which are under the Greek flag. JS
The 120 turbine project, which is expected to have a £6 billion lifetime investment, is to be built 16 miles off the coast of Angus, and Seagreen Phase 1 will be the most powerful wind farm in the UK. This will be a huge boost for the port, which will host a variety of windfarm-related vessels. SSE renewables have stated that they will also look to build two more windfarms off the coast at Montrose. RC
The 4,508dwt general cargo vessel Konstantin (2009), berthing at Montrose, is typical of the current ships calling at the Scottish port. JOHN AITKEN
OFF TO THE BREAKERS
Recently placed in service as the world’s largest stainless steel tanker, the 49,042dwt Bow Orion has also captured the ‘Tanker Ship of the Year’ award. A. SHUPTAR/ODFJELL
SUGAR CARRIER
STAINLESS STEEL GIANT TANKER Bergen, Norway-based Odfjell has placed the world’s largest stainless steel chemical tanker, the 49,042dwt Bow Orion, in service following her completion by China’s Hudong-Zhonghua Shipbuilding. Measuring 82.88m by 32.2m, the 34,128gt vessel
incorporates 33 cargo tanks ranging in size from 595m3 to 2,919m3 and giving a total cargo capacity of 55,000m3. Propulsion is provided by a six-cylinder MAN G50ME-C9.5 engine rated at 7,820kW driving a single large-diameter propeller and incorporating a Tier III high-pressure selective catalytic
reduction system. Because of the many technological features, which reduce fuel consumption by 14 per cent, and cargo space expanded by 35 per cent when compared to older Odfjell vessels, Bow Orion was won the Tanker Ship of the Year Award at the recently held Tanker Shipping & Trade Conference in London. JS
Following the sale of CHL Innovator in April 2019 to Turkish shipbreakers, fleetmate CHL Progressor has been sold to Indian scrap dealers. CHL Progressor was built by Nippon Kokan, Tsurumi as the Japanese bulk carrier Therassia in 1985 and became CHL Progressor in 1989. She was converted to a refined sugar carrier at Trieste in 1992. She was renamed Progress under the Palau flag for her final voyage and was due to arrive at Bhavnagar on 1 December for recycling. RC
The 34-year-old Sugar Carrier CHL Progressor, renamed Progress, made her final voyage to Indian breakers in November 2019. SIMON SMITH
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AIR-LUBRICATED LNG
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BRISTOL CHANNEL SHIPSPOTTING AT BATTERY POINT
T
he Bristol Channel has the second highest tidal range of anywhere in the world, and on a high tide can be busy with ship movements. On the Welsh side are the
ports of Cardiff and Barry, while on the English side Avonmouth and Portbury see a variety of visitors. Portishead Point, better known as Battery Point, a small headland on the English side of the estuary, provides the shipspotter with
an ideal location from which to see and photograph ships as they come and go. It is considered to be the closest landfall in the UK from where ocean-going ships can be seen, as the deepwater channel runs close to the Portishead Point can be easily reached from the M5 motorway, and the path along the foreshore offers good vantage points from which to see ships, with parking available on Esplanade Road.
20 • February 2020 • www.shipsmonthly.com
shore, with ships using the channel as they go to and from Avonmouth, Royal Portbury and Sharpness docks. In addition, because visitors are looking north to the channel, the light is usually good for photography, and long zoom or telephoto lenses are not essential.
BRISTOL PORT COMPANY It is worth checking the Bristol Port Company’s website for details of shipping movements, ships in port and forward movements, while a smartphone app showing live shipping locations using the automatic identification system (AIS) is a real help and could save a wasted trip. Cruise and Maritime
SHIPSPOTTING
Battery Point near Portishead offers the shipspotter a great vantage point for seeing big ships close up. Paul Green explains what the area has to offer.
WHAT TO SEE AND WHEN Royal Portbury Dock and Avonmouth accommodate a wide range of shipping, including: • Container feeder vessels heading to Europe and the Med. • Vehicle carriers, coming from
Ireland and Spain, and elsewhere.
• Small to medium-sized cruise
ships call at both docks. • See www.bristolport.co.uk for more information, with details of which ships are in port as well as forward sipping movements.
The Type 23 frigate HMS Somerset, built at Yarrow Shipbuilders on the Clyde, commissioned in 1996 and is based in Devonport. With close links to the county of Somerset, she was visiting the area in November 2014.
The 2008-built vehicle carrier Garnet Leader passing Battery Point. The 9m Portishead Point lighthouse, more commonly known as Battery Point lighthouse, was built in 1931 by Chance Brothers of Smethwick. It consists of a black metal pyramid on a concrete base. The 12,184gt cable layer Dependable (2002) inbound for Avonmouth in August 2018; she has been a regular visitor to the area.
The small 1961-built cruise ship Funchal (9,563gt) heads down the Bristol Channel. CMV offer cruises embarking at Bristol Port aboard their cruise ships Marco Polo in Avonmouth and Magellan in Royal Portbury Docks.
Voyages (CMV) are one cruise company that use the port extensively, and details of their ships, as well as other cruise callers, calling can be found in our Ports of Call column in Chartroom. In addition, the motor vessel Balmoral was a regular user of the Bristol Channel, and if restored no doubt will be again.
HEAD TO BRISTOL A 20-minute drive from Portishead will take you to Bristol, where there are a variety of historic vessels in the Floating Dock, including the famous SS Great Britain. For the shipping enthusiast, a trip to Portishead and Bristol can be rewarding, to see both modern and classic vessels. www.shipsmonthly.com • February 2020 •
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A YEAR OF ANNIVERSARIES Portsmouth Historic Dockyard During 2020 a series of anniversaries will be marked at Portsmouth Historic Dockyard, for the dockyard itself and the various ships that are now on display; James Hendrie explores the Dockyard and some of its famous ships.
P
ortsmouth dockyard was home to the world’s first dry dock 525 years ago, in 1495, going on to become a centre for Royal Navy shipbuilding, and is now home not only to the current Royal Navy but
also the Historic Dockyard, which is a major tourist attraction. The original dry dock is no longer in existence, having been replaced as the dockyard expanded. The expansion saw Portsmouth become one of the largest industrial complexes in the
Portsmouth is home to the new aircraft carrier HMS Queen Elizabeth.
22 • February 2020 • www.shipsmonthly.com
world in the 18th and 19th centuries, and home to a large modern naval shipyard. In its heyday, Portsmouth Dockyard was effectively a town within a town, being home to three dry docks and engine and boiler factories. The Dockyard remained important into the 20th century, and many significant ships, such as HMS Dreadnought, were built there. During World War II the dockyard was an important Royal Navy base, and was targeted by the Luftwaffe many times. It played a crucial role in the Falklands War, with the British Task Force sailing from the port to the South Atlantic. Today, the dockyard remains key to the Royal Navy’s operation, with over 50 per cent of the fleet being based there, including the new Queen Elizabeth class carriers. HM Naval Base Portsmouth is home to Portsmouth Historic Dockyard, where historic buildings and ships have been opened to the public under the National Museum of the Royal Navy, an organisation representing five charities: the Portsmouth Naval Base Property Trust, the National Museum of the Royal Navy, Portsmouth, the Mary Rose Trust, the Warrior Preservation Trust Ltd and the HMS Victory
HMS Warrior, relatively young compared to other ships at the Historic Dockyard, can be seen from all round Portsmouth harbour. She served with the Channel Squadron and was decommissioned in 1883.
Preservation Company, with the relevant trusts maintaining their own attractions. There are four historic ships at the dockyard, along with countless naval artefacts, with displays covering the UK’s maritime and naval history. One of the premier exhibits is Mary Rose, Henry VIII’s famous warship, which was built at Portsmouth in 1510. She is the only 16th century warship on display anywhere in the world. Built for Henry’s navy, she was one of the biggest ships of her era and served for 34 years before sinking at the Battle of the Solent. It is suggested her sinking was caused by water coming in through the gun portholes, although a French cannonball may have struck her below the waterline. Nearly 400 men died when she sank. From the 1960s attempts were made to find the wreck, but it was not until 1982 that she was discovered. On 11 October of that year, watched by a large TV audience, Mary Rose was raised from the seabed using a special cradle. When she was on the surface the remains of 200 sailors
HISTORIC SHIPS
Mary Rose on display in the purpose-built museum.
were discovered on board, along with a large array of artefacts dating back to her time of operation. The wreck was taken to No.3 Dry Dock at Portsmouth and the long process of restoration began. She was put on display, with a cutaway section showing, and for more than a decade was constantly sprayed by chilled water to wash the salts out from the timbers and to keep them from drying and cracking. In September 2009 the ship hall was closed to allow the start of construction of a new
museum, which was opened at the end of May 2013, having been built around Mary Rose. The museum is on three levels, enabling visitors to look at each of the ship’s decks. On two levels this is
through glazed panels, but the top level gives open access. Visitors can gain an insight into the ship and see some of the recovered artefacts. Until 2013 Mary Rose was chemically sprayed to strengthen her timbers and ensure that when the hull was dried it would not collapse, and large air ducts were installed in the new museum so that air could flow in and around the ship. Three years later the fans were switched off and removed, and it is reported that around 100 tons of water had been extracted from the timbers.
HMS VICTORY Celebrating 255 years since her launch at the Chatham Dockyard in 1765, HMS Victory was ordered in 1758 and laid down in 1759. She is best known for her role as Lord Nelson’s flagship at the Battle of Trafalgar on 21 October 1805. She was built to counter threats from France, and was classed as a first rate warship because she carried over 100 guns. She was engaged in battles with both the French and the Spanish Navies during her service. However, towards the end
SHIPS ON DISPLAY AT PORTSMOUTH SHIPS NAME
HMS VICTORY
MARY ROSE
HMS WARRIOR
M.33
TYPE
First Rate Ship of the Line
Carrick Type Warship
Armoured Frigate
M29 Class Monitor
LAUNCHED
Chatham Dockyard, 1765
Portsmouth, 1511
Blackwall, London, 1860
Belfast, 1915
DIMENSIONS
69.3m
32m
128m
54m
TONNAGE
3,556 tonnes
500 tonnes
9,210 tonnes
568 tonnes
PROPULSION
Square Sails on Three masts on Bowsprit
9-10 sails on four masts and Bowsprit
1 Shaft, 1 Trunk, Steam Engine
Triple Expansion Steam Engines Twin Screws
HMS Warrior on display at the Historic Dockyard. In 2015 she was repainted in a grey and orange/yellow colour scheme to reflect her ‘Trafalgar colours’. www.shipsmonthly.com • February 2020 •
23
MONITOR HMS M.33
MORE THAN 500 YEARS OF HISTORY Portsmouth Historic Dockyard welcomes over a million visitors a year, and the history of the area spans more than five centuries:
M.33 is the only ship to serve at Gallipoli that still survives.
1495 World’s first dry dock at Portsmouth 1510 Keel laid of Mary Rose 1765 HMS Victory launched 1803 May 18: Vice-Admiral Nelson hoisted his flag on Victory
1860 Steam-powered armoured frigate HMS Warrior launched
T
he M29 class monitor HMS M.33 was launched in 1915, having been built in just seven weeks on the direct orders of the First Lord of the Admiralty, Winston Churchill. She immediately headed for action at Gallipoli, arriving in July 1915. M.33 supported the attacks on the Turkish forces, launching over 300 shells from her six-inch guns. M.33 saw service at Salonika in 1916 and three years later supported forces opposed to the Bolsheviks in Russia. She was renamed HMS Minerva in 1925 and became a mine-laying training ship. Another name change followed, this time to Hulk C23, when she became
a fuelling hulk and boom defence workshop. By 1946 she was being used as a floating office at Gosport. In 1984, at the end of her Royal Navy career, the Hartlepool Ship Preservation Trust purchased her. M.33 was extensively restored after she had been purchased by Hampshire County Council in 1990, and in 2015 she was opened to the public at the Dockyard, located next to HMS Victory. M.33 is one of only three surviving British warships that served during World War I and, uniquely, is the only surviving ship from the Gallipoli campaign. She was nicknamed the ‘lucky’ ship, as none of her crew was lost in action. M.33 was opened to the public in 2015.
24 • February 2020 • www.shipsmonthly.com
1915 HMS M.33 built by Harland and Wolff, Belfast 1922 HMS Victory was moved to a dry dock at Portsmouth and preserved 2012 Oct: Victory became the flagship of the First Sea Lord 2015 Aug 7: HMS M.33 opened to the public for display of the 18th century, she was in a poor state and was moved from being a frontline warship to a hospital ship. Indeed, she was en route to the breaker’s yard in 1799 before she was recalled to service with the Royal Navy and was refitted and updated. In 1805 she was involved in the Battle of Trafalgar, and Lord Nelson was aboard her at Trafalgar. Sadly, it was on board Victory that Lord Nelson was fatally wounded and later died. Victory herself was badly damaged during the battle, but her crew made repairs and ensured that Nelson’s body
was returned to London for burial. Victory continued to serve the Royal Navy until 1812, when she was taken out of service and taken to Portsmouth for service as a floating depot and, from 1813 to 1817, as a prison ship. In 1831 the Admiralty issued orders for Victory to be broken up and her timbers reused, but a public outcry against the destruction of so famous a ship led to the order being held in abeyance and Victory was left, largely forgotten, at a Portsmouth mooring. However, after warnings in the 1920s that the iconic ship was slowly rotting away, some limited restoration work took place. However, it took until the 1970s for any serious work to be carried out, and it was decided that Victory should be returned to the condition, as far as was possible, that she would have been in at the time of the Battle of Trafalgar. Today, only around 20 per cent of the ship is in fact actually original. Victory has served as flagship of the First Sea Lord since 2012, making her the world’s oldest naval ship still in commission. She is also part of the Historic National Fleet under the custodianship of the National Museum of the Royal Navy. In 2016 a new route was devised through the ship, enabling visitors to ‘walk in the footsteps of Nelson’. She remains one of the Dockyard’s most important attractions.
HISTORIC SHIPS HMS Warrior was an innovative ship, but despite this she never saw any action.
T
he largest ship preserved at Portsmouth Historic Dockyard is HMS Warrior, which will celebrate the 160th anniversary of her launch in 2020. When built in 1860, Warrior was one of the largest and most powerful warships in the world, and helped to shape and influence naval ship design for decades, such was her importance. She was one of the first armoured plated iron-hulled ships to enter service with the Royal Navy, and was built in response to the French building the ironclad Gloire. Even though the Royal Navy had a larger fleet, technological changes could render their ships inferior, and the wooden-hulled warships could be rendered obsolete by the new ironclads. Iron-hulled ships were not new when HMS Warrior was laid down in 1859. Two decades earlier the steam-powered transatlantic passenger ship SS Great Britain
HMS WARRIOR An iron-hulled pioneer HMS Warrior was the first of the British iron-hulled warships; Dene Bebbington recalls the history of the famous naval pioneer, which is now a major attraction at Portsmouth Historic Dockyard. had been built, but, at 322ft (98m) in length she was much shorter than Warrior, which measured 420ft (128m). The mid-1800s were an uneasy time for Anglo-French relations. Though an Entente Cordiale between the two countries had been reached, and information sharing and joint actions were not unusual, France was still considered to be a potential invader. A Royal Commission on the Defence of the UK was set up in 1859
The near sistership of the French ironclad La Gloire that instigated the Royal Navy’s response in HMS Warrior. www.shipsmonthly.com • February 2020 •
25
HMS WARRIOR BUILT Laid down 8.1859, launched 29.12.1860, commissioned 1.8.1861, decommissioned 31.5.1883 DIMENSIONS 420ft (128m) x 58ft 4in (17.8m), draught 26ft 10in (8.2m) DISPLACEMENT 9,137 long tons (9,284t) POWER 5,772ihp (4,304kW) SPEED 14 knots RANGE 2,100nm at 11 knots COMPLEMENT 706 COST £377,292
HMS Warrior in her heyday, with sails raised, and HMY Victoria behind.
HMS Warrior spent some time in Pembroke Dock being used as an oil jetty, with her masts and rigging removed and in a semi-derelict state. VERBCATCHER, CREATIVE COMMONS CC BY-SA 4.0
and led to the creation of the Palmerston Forts to help repel an invading force. Concern was driven by the launch of the ironclad Gloire in 1859. Built with 4.7in (12cm) thick armour over 17in (43cm) timber, she could withstand hits from British 68-pounder guns fired at close range. She was soon superseded by Couronne, commissioned in 1862, which had an iron hull. HMS Warrior was ordered in May 1859 from Thames Ironworks in Blackwall, being laid down in August 1859. Designed by Isaac Watts, Chief Constructor of the Navy, his assistant Joseph Large and Thomas Lloyd (Chief Engineer), she was not the first British naval ship to have iron armour, but was the first ironhulled ship. Her construction was possible after improved iron founding overcame the
risk of the metal splintering when it was hit by ordnance. To carry sufficient armament to defeat the French ships, Warrior needed to be longer. Long wooden ships had a tendency to flex, and the solution to the problem was the citadel concept: the main body of the ship was armoured to protect the fight, move and float functions. A weakness of the design was that the unarmoured stern left the ship’s rudder vulnerable to attack. Of the ship’s length, the citadel measured just over half at 213ft (64.9m). It was 22ft (6.7m) in height, of which 16ft (4.9m) was above the waterline. Propulsion was provided by the proven steam engine, turning a single screw, and three masts carried sails. With iron armour 4.5in (11.4cm) thick, backed by two layers of teak adding up to a
26 • February 2020 • www.shipsmonthly.com
thickness of 18in (45.7cm) which would absorb impact shocks, Warrior, like Gloire, could withstand hits from the ordnance of the time. Thanks to her length, Warrior was heavily armed, despite there being larger than usual spaces between guns. On the gundeck was a mix of 68-pounder smoothbore muzzle loaded guns (26) and 110-pounder Armstrong rifled breech-loading guns (eight). The upper deck had a mix of 110-pounder muzzle loaders (four) and 40-pounder rifled breech loading guns (four). The six-ton 68-pounders were operated by 18 men. It was possible to fire one round every 55 seconds, but accuracy was a problem and range was limited to 2,000 yards. Gun ports were small, as bars on the carriage kept the guns in alignment. In contrast, the new guns designed in 1859 by William Armstrong were more accurate, thanks to rifling. Also, they did not have to be pulled back into the ship for loading, but needed 18 men to achieve maximum firing rate. Her armour, firepower and speed
made Warrior a formidable fighting ship. During sea trials she became the fastest frigate in the world, making 14.4 knots under steam power alone, and up to 17.2 knots with the setting of the square sails. Warrior’s first commission, into the Channel Squadron, began on 1 August 1861. A week later she made for Greenhithe in Kent for fittingout to be finished. Several months of trials followed with captain Arthur Cochrane, who had changes made to the steering and conning tower. Three years later she went to Portsmouth dockyard for refit. By then, as gun manufacture was more reliable and thicker armour was being built into foreign naval ships, her guns were replaced. The smooth bore muzzle loaders went, in favour of four 8in and 28 7in rifled breech-loaders. Her second commission started in 1867, initially under the command of Captain John Corbett. After attending a fleet review, the ship’s company moved on to another ship and Captain Henry Boys took over. Under his command, Warrior, along with the only other Warrior class ship HMS Black Prince, towed a floating dry dock from Madeira to Bermuda on a voyage of 2,700 miles at nearly four knots. This commission ended in September 1871.
HISTORIC SHIPS
ON BOARD HMS WARRIOR
The original figurehead (on left) was replaced during the restoration.
REFITTED IN THE 1870s Another refit, which added a poop deck and saw the masts, rigging and decks renewed, was carried out between 1872 and 1875. By then naval ship building had advanced and Warrior had lost her edge to newer ships in both the Royal and foreign navies. Her final commission was part of the Coastguard Reserve service, during which time she spent many years at Portland harbour. In May 1883 her masts were found to be rotten and the venerable ship was decommissioned. Yet that was not the end of her story. She functioned as a depot ship, a mothership for torpedo boats and eventually a floating oil jetty, being renamed Oil Fuel Hulk C77 in 1942. It is testament to Warrior’s construction that she had various roles for over a century, long after her counterparts had gone. The oil depot closed in 1978, but
in 1969 a group of people began to consider how to preserve Warrior. This led to the formation of the Maritime Trust, into whose hands Warrior passed in 1979. Her restoration took place in Hartlepool to utilise local workers with shipyard skills. A period of research and restoration lasted several years. The hull had to be made watertight, missing parts replaced, various fittings removed and armament reproduced. By 1987 Warrior was ready to be moved to a permanent home at the Portsmouth Historic Dockyard, where restoration was completed. Now she looks as she did in her heyday and is open to the public. HMS Warrior has a fitting place in Royal Navy history and represents one of many stepping stones to the modern navy.
The captain’s day cabin, after restoration. GENI, CREATIVE COMMONS
One of three sets of ship’s wheels, on the gundeck behind two compasses. CAROLINE MULLEY
Brass cowl ventilators behind the stern chase gun on the upper deck. CAROLINE MULLEY
HMS Warrior off Plymouth, probably in the late 1860s. NH 71191 COURTESY OF THE US NAVAL HISTORY & HERITAGE COMMAND
HMS Warrior’s gundeck, with replica guns on display. PAUL HERMANS, CREATIVE COMMONS
A fibreglass replica of RBL 7in Armstrong gun on the upper deck. SIMON DAVISON, CREATIVE COMMONS
www.shipsmonthly.com • February 2020 •
27
JUTLAND SURVIVOR ENJOYS NEW LEASE OF LIFE HMS Caroline is an iconic ship, a World War I survivor, and well known in Belfast, her home for 95 years. She is the last survivor of the Battle of Jutland and has recently undergone a restoration so that she is fit to welcome visitors.
T
he light cruiser HMS Caroline, built by Cammell Laird & Co in Birkenhead in 1914, is one of the most significant preserved warships in the British Isles. She is one of only three surviving Royal Navy warships from World War I, together with the 1915-built HMS M33 and the Flower class sloop HMS President (ex-HMS Saxifrage),
which was moored on the Thames for many years but is now at Chatham. Caroline’s opening to the public in 2016 for the first time in her history was the culmination of much effort and hard work on the part of various organisations to ensure her future was secure, and she has become a major exhibit within the city’s famous Titanic Quarter. Caroline was launched on 21 September 1914 by
HMS Caroline in service, pictured prior to her 1917 refit at Fairfield’s Yard, Govan, when the four-inch guns were removed and replaced by a single six-inch gun on the centre line just forward of the bridge.
28 • February 2020 • www.shipsmonthly.com
Lady Lawrence Power, wife of Admiral Sir Lawrence Power KCB CVO. She was commissioned into service on 4 December 1914, becoming one of the most speedily built major warships ever. Caroline was one of a class of six light cruisers ordered in 1913, her sisterships being HMS Carysfort, HMS Cleopatra, HMS Comus, HMS Conquest and HMS Cordelia. The Caroline class was designed for
PRESERVATION
Caroline in Belfast in May 1925, having just been converted to a floating base and drill ship for the Royal Naval Volunteer Reserve.
North Sea operations, acting as scouts and escorts for the Grand Fleet, with the ability to fight destroyers and serve as leaders of destroyer flotillas. By modern standards they were quite small, equivalent to a frigate, and were wet ships. Caroline’s naval career began when she joined the 4th Destroyer Flotilla as leader in December 1914, and served in the 1st Light Cruiser Squadron from February 1915 to November 1915. In early 1916 she joined the 4th Light Cruiser Squadron, remaining with that squadron until 1922. She served in the North Sea throughout World War I, joining the Grand Fleet at Scapa Flow. After fighting in the Battle of Jutland, she was recommissioned for service in what was then the East Indies, but in February 1922 paid off into dockyard control and was placed in reserve. She arrived in Belfast in 1924 to become the static floating headquarters of the
Royal Navy Volunteer Reserve, and has been there ever since. On her arrival in Belfast, the ship was handed over to Harland & Wolff Shipyard for conversion into a Depot and Training Ship. Her boilers were removed and the space was used for workshops and classrooms, and a large superstructure was built aft of the funnels to provide a drill space. On completion of this work, Caroline was moored in Musgrave Channel in Belfast Harbour and thus entered the next phase of her career. She was something of an unknown gem in Northern Ireland’s capital, hidden away behind barbed wire for many years, but retaining many of her original features, including her original machinery and many of her original fittings. However, when she was decommissioned in 2011, she faced something of an uncertain future. In June 2012 plans to move her to Portsmouth
HMS Caroline in her berth in Alexandra Dock, Belfast in May 2011, just before she was decommissioned. NICHOLAS LEACH www.shipsmonthly.com • February 2020 •
29
Although no longer capable of making way under her own power, Caroline remains afloat and in excellent condition, and is well worth visiting in Belfast.
were announced, subject to the availability of funding, but in October 2012 the Northern Ireland government announced that the ship would remain in Belfast and that the National Heritage Memorial Fund had pledged £1 million to help restore her Work continued to ensure she had a future and, with the help of a grant of an £11.5 million from the Heritage Lottery Fund, as well as assistance from the Department of the Economy and the Heritage Memorial Fund, the ship was restored
and stayed in Belfast, being opened to all for the first time in June 2016. In October 2016 Caroline underwent inspection at Harland and Wolff and repairs were made to her hull so that she could be officially opened to the public on 1 July 2017 at Alexandra Dock. The National Museum of the Royal Navy (NMRN) and the Department of Enterprise, Trade and Investment worked together to restore and present the ship, which is described as being ‘a lone survivor and living legend’.
BATTLE OF JUTLAND INVOLVEMENT
T
he most famous wartime action in which HMS Caroline was involved came in May 1916, when, together with the Grand Fleet, she faced the German High Sea Fleet at Jutland, off the Danish coast. The British forces consisted of 151 vessels and 60,000 sailors, while on the German side 99 warships and about 45,000 sailors were involved. The German High Seas Fleet had rarely put to sea since the outbreak of war in 1914, frustrating the Royal Navy’s desire to fight a conclusive action, for which their Dreadnoughts had been built. But, after nearly two years of stalemate, the opportunity came in May 1916. On 31 May the Royal Navy’s Grand Fleet and Battlecruiser Fleet steamed south towards the Skagerrak, north of the Jutland peninsula. During the battle,
Caroline was engaged for eight minutes by a German battleship of the Deutschland class, and was fortunate not to sustain severe damage. She also pressed home a torpedo attack to 5,200 yards, though without success. She took up her station ahead of the fleet at 0513. The Germans were sighted at 1440, and Caroline was cleared for action, increasing speed to 19 knots in readiness. By 1530 Admiral Beatty and his battlecruisers were in touch with the enemy, who opened fire shortly afterwards. Caroline became actively involved about 1740, when smoke was sighted on the starboard bow. Two other light cruiser squadrons, followed by battlecruisers, came across the bows of Caroline’s squadron, which turned and followed them.
30 • February 2020 • www.shipsmonthly.com
Caroline entering Portsmouth Harbour to pay off on her return from the East Indies, January 1922. Caroline as she is today, preserved in Alexandra Dock.
HMS CAROLINE BUILT
1914, Cammell Laird, Birkenhead DIMENSIONS 446ft (135.94m) x 41.5ft (12.65m) x 14.5.ft (4.42m) DISPLACE3,750 tonnes (design MENT displacement) PROPULSION Four Parsons direct drive turbines, two Parsons cruising turbines, eight oilfuelled Yarrow boilers, speed 30 knots ARMAMENT 2 (later 4) x 6-inch guns; 8 (later 4) x 4-inch guns; 1 x 13-pdr anti-aircraft gun; 1 x 6 pounder anti aircraft guns, 2 x 21-inch twin torpedo tubes COMPLEMENT 289
The drill hall, looking forward, on HMS Caroline used for training Royal Naval Reservists, pictured in August 2009.
PRESERVATION
HMS Caroline has been preserved in Belfast and is moored in the Alexandra Dock, where she is open as a floating museum. On board, visitors can enjoy a short film telling the story of the Battle of Jutland, which shows how the battle unfolded from the decks of Caroline. NICHOLAS LEACH www.shipsmonthly.com • February 2020 •
31
THE FLEET BOOK marc-antoine bombail michael gallagher
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PICTORIAL
The 2012-built container ship Externo (9,983gt) on the Elbe, approaching the port of Hamburg, June 2019. DAVID FRASER
PICTORIAL Have you an outstanding photo that would grace our gallery? Send your image to Ships Monthly for inclusion in these pages, which showcase the best in ship photography around the world.
The 1993-built ferry Las Palmas de Gran Canaria (10,473gt) operates a 90-minute service across the Strait of Gibraltar, linking the ports of Algeciras in Spain with Tangier Med in Morocco. MARITIME PHOTOGRAPHIC www.shipsmonthly.com • February 2020 •
33
The offshore supply ship Ocean Duke (3,315gt) arriving at Gibraltar from Brest on 6 April 2019. She is owned by Island Offshore of Ulsteinvik, Norway and was built in 2013 as Island Duke. CHRIS BROOKS
The Chinese Navy training ship Qi Ji Guang (2017), with more than 500 cadets embarked, visited Wellington, New Zealand in October 2019 on a navigational training exercise. VICTOR YOUNG
34 • February 2020 • www.shipsmonthly.com
The CLdN/Cobelfret freight ferry Laureline (50,443gt) heading up the Thames, inbound from Rosenburg to Purfleet, June 2019; she was built by Hyundai, South Korea. ANDREW WOOD
PICTORIAL
Seabourn Cruise Line’s luxury cruise ship Seabourn Ovation (41,865gt) at anchor off Oban, 26 September 2019. Completed in April 2018, the ship spent her inaugural season in Europe; she has 300 suites, each with a balcony, and a capacity of 604 passengers. BOB WRIGHT
www.shipsmonthly.com • February 2020 •
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NORWEGIAN Last of the Breakaways
NORWEGIAN ENCORE COMPANY Norwegian Cruise Line BUILT Meyer Werft, Papenburg TONNAGE 169,145 DIMENSIONS 333.5m x 41.45m x 9m SPEED 22.5 knots MACHINERY Five MAN diesel electric unit (3x12V48/60CR and 2 x 14V48/60CR) BOW THRUSTERS Three tunnel thrusters of 3,500kW (4,759bhp) DECKS 20 CAPACITY 4,903 (double occupancy) CREW 1,731 REGISTRY Bahamas
O
rdered in July 2014, Norwegian Encore was built by Meyer Werft in Papenburg and is now the largest ship in the 17-strong fleet of Norwegian Cruise Line. The cruise line has a long history of ordering ships from the German shipyard, with 14 in its current fleet having been built at the yard. Indeed, Encore’s sisterships, Norwegian Bliss, Norwegian Escape and Norwegian Joy, were all built at Papenburg, and the yard continues to turn out high quality innovative cruise ships. Norwegian Encore was
constructed in Dockhalle 2, the larger of the two covered building halls, and the third largest in the world. She was built using what the yard likes to call the ‘Lego’ principle, which involves steel panels being turned into sections, and these sections then being joined to make larger blocks, which have a weight of up to a maximum of 800 tonnes. These blocks are then joined together to build the ship. To reduce construction time, not all blocks are constructed in Papenburg, and a number were built at Neptun Werft in Rostock and then towed to Papenburg. One of the most complicated blocks is the
36 • February 2020 • www.shipsmonthly.com
floating Engine Room Unit (FERU). Measuring 140m in length and up to 16m in height, the FERU houses all generators and machinery for both ship propulsion and electrical demand for the hotel areas, including the galleys, public areas, lighting and air-conditioning system. The FERU sections are built by Neptune Werft for both Meyer Werft and Meyer Turku shipyards. A total of 74 blocks were used in the construction of Norwegian Encore.
A CLASS OF THEIR OWN In 2013 Norwegian cruise line launched the first Breakaway class ship and, as a result of
the success of the first two ships in the class, a BreakawayPlus ship was designed, the first of which was launched in 2015. These ships have become the most popular and successful in NCL’s fleet. They all have the same basic design and layout, but have slight differences in passenger spaces and amenities. The most notable change was introduced in 2017, when the second Plus class ship, Norwegian Joy, was delivered. The length was increased from 325m to 333m, a ducktail was added to the stern, and the overhanging lifeboats were moved inward to improve visibility, being located on
NEW CRUISE SHIP
ENCORE
deck 7 under the wraparound waterfront promenade. The forward upper decks were also redesigned to incorporate a large observation lounge on deck 15, which meant the bridge was lowered by one deck and is now on deck 14. NCL are renowned for the art on their ships’ hulls, with that on both Breakaway classes coming from world-famous artists. For Norwegian Encore, the Spanish artist Eduardo Arranz-Bravo, renowned for his modern abstract style, was chosen. According to NCL, Encore’s artwork features a ‘labyrinth of colour inspired by Arranz-Bravo’s life, by the sea in Barcelona, and pays
On 31 October 2019, at a ceremony in Bremerhaven, Norwegian Cruise Line officially took delivery of Norwegian Encore, the fourth and final ship in its Breakaway-Plus class. Andrew McAlpine explains what the new ship has to offer.
Norwegian Encore alongside the building hall at Meyer Werft, Papenburg, as she nears completion. BUILDER’S PHOTO
www.shipsmonthly.com • February 2020 •
37
ON BOARD ACTIVITIES, POOLS AND GAMES
tribute to the vibrant guest experience offered by NCL’.
LATEST TECHNOLOGY
The Aqua Racer tandem water slide snaking over the outside decks. A range of activities for passengers of all ages can be found, as with all modern cruise ships, with NCL trying to offer something extra compared to its rivals. POOL The main pool deck, which seems quite small when compared to ships of a similar size, has two swimming pools, plenty of loungers and a large television screen; there is a kids splash zone with small water slide and tipping buckets. GALAXY PAVILION (Deck 16) An indoor virtual complex featuring multi-player gaming, an escape room, interactive video walls, space flight and race car simulators, bumper cars and Oculus, a virtual reality game. LASER TAG (Deck 18) Aft on deck 18, this open-air laser battle course uses augmented reality to take players to the lost city of Atlantis, with a giant serpent interwoven been ancient-looking pillars. AQUA PARK (Deck 18) Aqua Racer is a tandem waterslide featuring two
separate water slides, allowing you to race other people; Ocean Loops has a double-loop slide which hangs over the side of the ship. ENCORE SPEEDWAY (Decks 18 and 19) The 1,100ft-long race track loops around over two storeys, with sections extending 13ft over both sides of the top deck; there are ten Ferrari-branded electric race cars,
The impressive Speedway course.
38 • February 2020 • www.shipsmonthly.com
Laser Tag.
Ocean Loops water slide. which reach speeds up to 40mph. KIDS CLUB (Deck 5) There are three separate venues on the same deck for children, organised around age groups, all of which are complimentary and supervised by certified counsellors. They are: Guppies (ages six month to three years), Splash Academy (three to 12) and Entourage (ages 13 to 17).
Like most modern cruise ships, Norwegian Encore has been fitted with the latest technology to comply with the latest environmental regulations. Priority was given to improving energy efficiency, which included using optimised low-friction paint on the hull, giving improved hydrodynamics to reduce resistance and fuel consumption. The latest energyefficient electric motors were fitted, together with a waste heat recovery system to recover heat from the ships engines, and reduce boiler fuel consumption by up to ten per cent. Energy-saving LED lighting is installed throughout the ship. Onboard electrical power is provided by five MAN B&W units, comprising two 14V48/60CR units, each producing 22,520hp, and three 12V48/60CR units each producing 19,300hp. Two ABB Azipod XO units, with a total power output of 22MW each, provide main propulsion and steering. Each unit drives a 5.9m-diameter five-blade fixed-pitch pulling propeller, giving a cruising speed of 22.5 knots. Three
NEW CRUISE SHIP Brunvoll AS 3,500KW tunnel-type bow thrusters aid manoeuvring in port. Norwegian Encore is fitted with an Exhaust Gas Cleaning System supplied by Norway’s Yara Marine Technologies AS. A mini-tower inline scrubber is installed for each engine, instead of a large multi-inlet scrubber serving several engines, with the system covering the whole propulsion system, replacing the silencer. The scrubbers are 20 per cent smaller than previous versions and occupy less cabin and service space. Collectively, they are capable of reducing the emission of sulphur oxide by up to 99 per cent and reduce particulate emissions by up to 85 per cent, resulting in a clean white plume of steam. As part of Norwegian Cruise Line’s ‘Sail & Sustain’ Environmental Program, aiming to reduce its carbon footprint and landfill waste, the line has partnered with JUST Goods, Inc, a sustainable packaging company founded by American recording artist and environmental activist Jaden Smith, to remove
millions of single-use plastic water bottles from its fleet. Norwegian Encore is the first ship in the company’s history to be introduced as a ‘plastic bottle-free’ ship, a sustainable practice that Norwegian Cruise Line is planning to roll out to the entire fleet in 2020.
STATEROOMS There are 2,040 staterooms divided into 42 separate categories. These start with 99ft2 single inside studio staterooms, of which there are 82 on decks 10, 11 and 12; they have been designed specifically for solo travellers, and feature virtual views, with some interconnecting cabins. The majority of staterooms are 175ft2 balcony rooms on decks 8 through to 15, of which there are 1,112. Within this category are various balcony sizes, together with interconnecting family staterooms and spa suites. For passengers with disabilities, Norwegian Encore’s gangways are wide enough for wheelchairs and disability scooters, and there are 47 accessible staterooms, all of which feature wider
doors, lower sinks, a rollin shower, raised toilets and captioned TVs. All Norwegian Encore cabins feature a sleeping area, with standard twin/single beds convertible to queen size, leather headboards and lighted recesses above the bed. All feature en-suite bathrooms with bath products and hair dryers. The lounge/ sitting area has a full-size wardrobe, vanity area with ample storage space, flat screen TV, a safe, mini-bar, direct-dial phone and airconditioning.
HAVEN LUXURY At the forward end on decks 17 and 18 is the Haven, an area NCL describe as being a ‘ship within a ship’. This exclusive part of the ship offers guests a personal Norwegian Encore on sea trials. Her float-out was on 17 August 2019 and she was towed from the building dock to receive her funnel cladding and further outfitting. She set off along the Ems towards Eemshaven for sea trials on 30 September 2019. COMPANY PHOTO
On board Norwegian Encore, from top to bottom: aft-facing accessible cabin; Delux Owners cabin; Studio Cabin solo occupancy; and 678 Ocean Place. ANDREW MCALPINE
TIMELINE 2014 Jul 14: ordered 2018 Jan 31: first steel cut 2018 Nov 27: keel laid 2019 Aug 17: float-out 2019 Sep 30- Oct 1: River Ems conveyance to Eemshaven
2019 Oct 31: Handed over at Bremerhaven 2019 Nov 2-11: maiden transatlantic voyage from Southampton to New York 2019 21 Nov: naming ceremony in Miami; named by Kelly Clarkson, the American singer songwriter www.shipsmonthly.com • February 2020 •
39
The Haven Lounge.
concierge and 24-hour butler service. It includes its own bar, restaurant, observation lounge and courtyard, complete with pool and exclusive sundeck. The highest-grade staterooms are found within the Haven area. Encore has 80 all-suite Haven staterooms in eight different categories, with 50 located forward in the Haven complex, and 30 outside. Those outside have full use of all Haven amenities. Haven staterooms range from two-person suites up to
the top grade 1,458ft2 Haven Deluxe Owner’s suites, which sleep up to six. There are two owners’ suites, both situated forward on deck 18, which feature a separate living room, dining area, a large dressing area, and bathroom with separate shower, bathtub, two sinks, vanity area, floor-toceiling windows and a large wraparound balcony.
ENTRY INTO SERVICE
BARS • LOUNGES • DINING There are 15 bars and lounges on board, with something for everyone, starting with the A-List bar, named after Andy Stuart, outgoing President and CEO of Norwegian Cruise Line, and offering handcrafted cocktails. Meanwhile, District Brewhouse offers 50 different bottled and 22 draught beers, as well as speciality cocktails. The replica Cavern club and the adults-only Vibe beach club and Social comedy club provide different entertainment options. A number of the bars, including the Brewhouse and the Mojito bar Sugarcane,
The Observation Lounge.
For her inaugural season, Norwegian Encore held various
are situated on deck 8 along the waterfront promenade deck and have outside seating areas giving good ocean views. Of all the public areas, the most notable has to be the observation lounge. The 2,723ft2 space is located forward above the bridge, spanning the forward part of decks 15 and 16. It features floor-to-ceiling windows offering 180-degee panoramic views, with a full service bar. Norwegian Encore has an extensive range of complimentary and speciality restaurants, which offer everything from bar snacks to
The JMSDF destroyer Murasame on exercises with the Royal Navy frigate Montrose off the coast of Japan in 2019. Coco’s Gelato.
40 • February 2020 • www.shipsmonthly.com
luxurious fine dining. Unlike many older ships, where restaurants are in the bowels of the ship, with limited views, a number of restaurants on Norwegian Encore are located along the waterfront on deck 8 and offer al fresco dining. There are six complimentary dining options, offering a wide choice of cuisine. These are the Manhattan Room, Savor Restaurant, Taste Restaurant, The Local Bar & Grill , Garden Café, Haven restaurant (Haven guests only) and Room Service. Speciality dining includes American Diner, Cagney’s Steakhouse, Coco’s, Dolce Gelato, Food Republic, La Bistro French Restaurant and Los Lobos.
Manhattan Room Restaurant
preview events in Europe, with a preview cruise from Bremerhaven to Southampton, before her official inaugural voyage, an eight-day transatlantic sailing from Southampton to New York. Further preview events were organised upon her arrival in North America, while she was in New York and Miami, and prior to her official christening and subsequent debut to the public. Following her debut in Miami, her deployment will cover the Eastern Caribbean for her inaugural season, offering seven-day eastern Caribbean cruises calling at San Juan, St Thomas and Tortola. She will then reposition to New York to sail to Bermuda and the Canadian Maritimes and New England in summer 2020, before moving back to homeport in Miami in winter 2020 to cruise the Western Caribbean. In spring 2021 she will make her first Panama Canal transit to be deployed to Seattle for her first Alaska season.
Supporting seafarers in need and their families since 1917 To find out about our work or to make a donation visit www.seafarers.uk/donate phone 020 7932 0000 or email seafarers@seafarers.uk
Seafarers UK (King George’s Fund for Sailors) is a Registered Charity, no. 226446 in England and Wales, incorporated under Royal Charter. Registered in Scotland, no. SC038191
ERA OF THE
SUPERFERRIES Russell Plummer looks back at ferry developments as bigger ships became the norm during a period of vessel growth that began in the Baltic in the 1980s, before spreading around the world.
T
here are now more than 25 ferries in excess of 40,000gt in regular operation on routes across the world, eight of them on services from ports in Britain and Ireland, with their ranks due to swell over the next three years by some from nearly 30 newly built vessels, including four whose tonnage easily exceeds 60,000. It was Baltic trend-setters Viking Line who originally raised the bar when looking to the Wärtsilä yard at Turku,
Finland to complete the 37,799gt Mariella for their ‘Capital Cities’ route between Helsinki and Stockholm in 1985, with 37,583gt sister Olympia following a year later. They were owned, respectively, by Viking Line partners SF Line of Mariehamn and Rederi AB Slite, who carried on after the original third Viking partner, Rederi AB Sally, left the group. Mariella became the world’s largest ferry, making her maiden sailing on 17 May 1985. In the first 12 months
42 • February 2020 • www.shipsmonthly.com
of service she never sailed with fewer than 1,000 passengers. Olympia joined her on 28 May 1986, the pair each offering 2,477 berths in 841 cabins for overnight crossings in either direction. The ships’ catering facilities included massive buffet restaurants, which could seat 556 passengers. Mariella remains a firm favourite 35 years later, still plying the same waters for Viking Line, with calls en route between Stockholm and Helsinki at Åland Islands capital Mariehamn. Olympia
was taken on charter by P&O Ferries and, from 1993 until the route closed in autumn 2010, linked Portsmouth with Bilbao or Santander in Northern Spain as Pride of Bilbao. She returned to the Baltic for a role in a cruise-ferry operation from Stockholm to St Petersburg via Helsinki and Tallinn as SPL Princess Anastasia for what is now a joint venture between St Peter Line and Italian operator Moby. Viking Line’s continued investment quickly boosted passenger carryings and did
SUPERFERRIES
Color Line’s 75,126gt Color Magic, in Kieler Forde, just edges out 75,027gt sister Color Fantasy as the largest ferry. COLIN WRIGHT
The 57,565gt Viking Grace, built in 2013 takes wind assistance from a sail mechanism housed in the top deck tower ahead of the funnel. Stena Britannica arriving at Hook of Holland. NICHOLAS LEACH
THE TOP TEN
not go unnoticed by Silja Line, another consortium of companies competing on Baltic services. They had got in first with bigger new vessels, bringing in the near 26,000gt sisters Finlandia and Silvia Regina in 1981.
SILJA’S GIANTS A decade on, owning companies Finland Steamship Co (EFFOA) and Johnson Line of Sweden again invested heavily in three newbuildings, the 58,375gt sisters Silja Serenade and Silja Symphony, from
Finland’s Masa Yards to join the Stockholm-Helsinki service in 1990 and 1991, and the 59,912gt Silja Europa sailing Stockholm-Tallinn in 1993. The 46,938gt Cinderella, now running as Viking Cinderella, joined the Stockholm-Mariehamn route in 1989, and after the bankruptcy of the Slite company in 1993 SF Line became sole operators, changing their name to Viking Line. The 40,039gt twins Athena and Kalypso appeared from Turku, Finland in 1989
RANK
GT
NAME
1
ROUTE
75,156
COLOR MAGIC
Oslo Kiel
2
75,027
COLOR FANTASY
Oslo-Kiel
3
64,039
STENA BRITANNICA
Harwich-Hook
4
63,600
STENA HOLLANDICA
Harwich-Hook
5
59,925
PRIDE OF HULL
Hull-Rotterdam
6
59,925
PRIDE OF ROTTERDAM
Hull-Rotterdam
7
59,912
SILJA EUROPA
Stockholm-Tallinn
8
58,376
SILJA SERENADE
Stockholm-Helsinki
9
58,376
SILJA SYMPHONY
Stockholm -Helsinki
10
57,565
VIKING GRACE
Stockholm-Turku
P&O’s largest ferries, Pride of Rotterdam and Pride of Hull, work the North Sea route, berthed at Rotterdam Europoort. P&O FERRIES www.shipsmonthly.com • February 2020 •
43
and 1990, but sailed for Viking Line only into 1993, when they were sold to Far East cruise operators. Kalypso remains as Star Pisces, while her sister, then Star Aquarius, returned to northern waters, joining DFDS’s CopenhagenOslo route as Pearl of Scandinavia in 2001. She now sails as Pearl Seaways opposite Crown Seaways, the 35,489gt Croatia-built ferry which never made it into Baltic service with Euroway. She was bought by DFDS to debut as Crown of Scandinavia in 1994, with the name altered to Crown Seaways in 2013. In 2008 the 35,778gt liquid natural gas-powered Viking XRPS was introduced to run between Helsinki and Tallinn in response to growing competition. Further investment brought Viking Grace (57,565gt) onto the Stockholm-Turku via Åland route in 2013, with overnight beds for all of a 1,288-passenger complement. She now boasts a top deck tower with sails, which provides wind power in support of her engines. Now the company awaits their biggest ever vessel, the 63,800gt Viking Glory. Building at China’s Xaimen Yard, she is due to be delivered in December 2020 and will be fitted with two sail towers. There was a big change for Silja Line in May 2006, when it was bought by Estonian operator Tallink, although operations continued, with vessels initially retaining their original branding and remaining on existing routes. Then Tallink’s 48,300gt Galaxy, built in 2006 by Aker Yards in Rauma, Finland, appeared on Silja’s StockholmÅland-Turku route with a striking blue-and-white livery, while near sister Baltic Princess now runs opposite Galaxy in Silja colours, and Baltic Queen has Tallink branding for StockholmMariehamn trips. The 33,818gt Silja Festival, originally built as Wellamo in 1986, switched to the Tallink service from Stockholm to Riga until her Baltic days ended in 2015 with a sale to Corsica
GRIMALDI GROUP
Italy’s influential Grimaldi Group, also owners of Baltic ro-ro specialist Finnlines and Greece’s Minoan Lines, collectively provide six of the current Top 25. Their largest pair are the 54,919gt Cruise Europa and Cruise Olympia, delivered by Fincantieri in 2009 and 2010
Ferries to link Livorno with Golfo Aranca as Mega Andrea. Stena Europa also joined Tallink in 2013 and, after a charter in Australian waters from 2014 to 2016, came back to the Baltic. She runs between Stockholm and Tallinn, where ferry traffic developed substantially after Estonia gained independence from Russian influence in 1991 and joined the European Union in 2005.
LARGEST OF THE FERRIES The world’s largest ferries currently in service are Color Line twins Color Fantasy
44 • February 2020 • www.shipsmonthly.com
and running in Minoan colours on the Greece-Italy connection from Patras to Ancona, with calls each way at Igoumenitsa. They followed the Civitavecchia-Barcelona route’s 2008 Fincantieri-built Cruise Barcelona (54,310gt) and Cruise
(2004/75,027gt) and Color Magic (2007/75,156gt), which link Oslo with Kiel in Germany on crossings taking 19 hours 30 minutes. Color Line also use 2008-built pair Superspeed 1 (36,822gt) and Superspeed 2 (34,231) on routes from Hirtshals, Denmark to the Norwegian ports Kristiansand and Larvik. Marginally smaller than the Color Line pair are Stena Line’s 2010-built Harwich-Hook of Holland route twins Stena Britannica (64,039gt) and Stena Hollandica (63,600gt), which have 1,380 overnight
At 59,912gt, Silja Europa, dating from 1993, and seen leaving Stockholm for Turku, was the largest vessel built for Silja Line, but is now operating in Tallink colours between Stockholm and the Estonian capital, Tallinn.
Roma (53,360gt) running for Grimaldi’s Grandi Navi Veloce from Barcelona to Civitavecchia, while another notable GNV pair, La Suprema (29,270gt) and La Superba (49,257gt), delivered from the Italian Apuania Yard in 2002 and 2003, link Genoa with Olbia in Sardinia.
berths and 5,560 lane metres of vehicle space. They were built by Germany’s Waden yards. The bow sections came from Warnemünde with stern units and assembly undertaken at Wismar. Another long-established North Sea route from Hull to Rotterdam is also in the hands of purpose-built sisters, the 59,925gt Pride of Rotterdam and Pride of Hull. P&O Ferries looked to Fincantieri’s yard near Venice for the 2010-built twins, which operate from Hull’s Humber River berth. They replaced the 1987-built sisters Norland and Norsea,
SUPERFERRIES which locked in and out of the King George V dock. The short English Channel crossing between Dover and Calais also boasts its largest vessels, with P&O currently leading the way with 47,492gt twins Spirit of Britain and Spirit of France, which came from STX in Finland in 2011 and 2012. They have a service speed of 22 knots, carrying up to 2,000 passengers, with 2,741 lane metres of vehicles. P&O also have two 230m/44,600gt ferries on order from China for delivery in 2023, with a further pair likely to appear in 2024. Two vessels from the Irish Ferries fleet are in the current top 25: the 54,985gt W. B. Yeats debuted early in 2019 after delivery delays from the FSG yard at Flensburg, Germany. During the summer up to 1,800 passengers are
The 2018-built 48,915gt Baltic Princess brings her own distinctive slant to Silja Line colours, running from Stockholm to Turku, while sister Baltic Queen links Stockholm with Åland Islands capital Mariehamn.
carried between Dublin and Cherbourg, with 2,800 lane metres of vehicle space. Winter brings a switch to the Irish Sea Central Corridor connection between Dublin and Holyhead, opposite the 50,938gt Ulysses, which was built at Rauma, Finland and came into service in March 2001. Irish Ferries also have an even larger vessel on order: the unnamed 67,300gt giant was originally due from FSG in 2020 but has now been delayed. The vessel in 17th place in the table is the 52,645gt Tanit, built by Daewoo in South Korea in 2012 and part of the fleet of Cotunav’s Tunisia Ferries network. She plies between Tunis and Genoa, taking 3,200 passengers, with cabin berths for 2,400. The big emphasis is on passengers and cars, with a comparatively modest 1,365 lane metres of vehicle space. • In our next issue, Superferries Part 2 will spotlight the world’s largest ferries now under construction or due in service by 2024.
P&O’s Spirit of France (left) arrives in Dover as sister ship Spirit of Britain begins a voyage to Calais. Introduced in 2011 and 2012 they are the largest vessels on the English Channel’s short sea crossings. P&O FERRIES
W. B. Yeats is now close to completing a first year of Irish Ferries service and, after wintering on the Irish Sea’s Dublin-Holyhead route, will be linking Dublin with Cherbourg through summer 2020. NICHOLAS LEACH
WORLD’S TOP 25 FERRIES 2020 VESSEL
OPERATOR
BUILT
GT
PASS/BEDS
LANE M.
ROUTE
COLOR MAGIC
Color Line
2007
75,156
2,700/2,975
1,265
Oslo Kiel
COLOR FANTASY
Color Line
2004
75,027
2,770/2,765
1,280
Oslo-Kiel
STENA BRITANNICA
Stena Line
2010
64,039
1,200/1,380
5,566
Harwich-Hook
STENA HOLLANDICA
Stena Line
2010
63,600
1,200/1,380
5,562
Harwich-Hook
PRIDE OF HULL
P&O Ferries
2001
59,925
1,360/1,375
3,348
Hull-Rotterdam
PRIDE OF ROTTERDAM
P&O Ferries
2000
59,925
1,360/1,375
3,348
Hull-Rotterdam
SILJA EUROPA
Tallink/Silja
1993
59,912
3,123/3,746
932
Stockholm-Tallinn
SILJA SERENADE
Tallink/Silja
1990
58,376
2,852/3,041
950
Stockholm-Helsinki
SILJA SYMPHONY
Tallink/Silja
1991
58,376
2,852/3,041
950
Stockholm -Helsinki
VIKING GRACE
Viking Line
2013
57,565
2,800/2,800
1,275
Stockholm-Turk
STENA SCANDINAVIA
Stena Line
2003
55,050
1,300/1,040
4,220
Gothenburg-Kiel
W. B. YEATS
Irish Ferries
2019
54,985
1,850/1,774
2,800
Dublin-Cherbourg
CRUISE EUROPA
Grimaldi-Minoan
2009
54,919
3,000/1,912
3,060
Patras-Ancona
CRUISE OLYMPIA
Grimaldi-Minoan
2010
54,919
3,000/1,912
3,060
Patras-Ancona
CRUISE BARCELONA
GNV
2008
54,310
2,143/1,912
3,060
Civitav-Barcelona
CRUISE ROMA
GNV
2008
53,360
2,143/1,912
3,060
Civitav-Barcelona
TANIT
Cotunav
2012
52,645
3,200/2,400
1,365
Genoa-Tunis
STENA GERMANICA
Stena Line
2001
51,837
1,300/1,375
4,000
Gothenburg-Kiel
ULYSSES
Irish Ferries
2001
50,938
1,875/228
4,101
Dublin-Holyhead
LA SUPREMA
GNV
2003
49,270
3,000/2,148
2,800
Genoa-Olbia
LA SUPERBA
GNV
2004
49,257
3,000/2,418
2,800
Genoa-Olbia
BALTIC PRINCESS
Silja Line
2008
48,915
2,800/2,500
1,130
Stockholm-Turku
BALTIC QUEEN
Tallink
2009
48,915
2,800/2,500
1,130
Stockholm-Aland
GALAXY
Silja Line
2006
48,915
2,600/2,200
1,130
Stockholm-Turku
SPIRIT OF BRITAIN
P&O Ferries
2011
47,592
2,000/nil
2,741
Dover-Calais
SPIRIT OF FRANCE
P&O Ferries
2012
47,592
2,000/nil
2,741
Dover-Calais
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45
Conrad Waters looks at the expanding ambitions of the Japan Maritime Self Defence Force, which is one of Asia’s largest fleets.
JAPAN MARITIME SELF DEFENCE FORCE
T Hyuga (DDH-181) is the first of two pairs of JMSDF helicopter-carrying destroyers. She is essentially a small helicopter carrier optimised for antisubmarine operations. ALL PHOTOS BY JMSDF UNLESS STATED
46 • February 2020 • www.shipsmonthly.com
he defeat of Japan by the Allied powers at the end of World War II resulted in the disbandment of the once-powerful Imperial Japanese Navy. A new Japanese Constitution enacted in May 1947 declared that land, sea and air forces would never be maintained. This provision still remains in force. In spite of the prohibition, the threat to Japan during the Cold War produced an interpretation of the constitution that allowed the establishment of three Japan Self Defence Forces in 1954. The Japan Maritime Self Defence Force, or JMSDF became, in effect,
the country’s new navy. The JMSDF was initially designed largely to operate with the US Navy’s Pacific Fleet as a counter to the Soviet Union’s own powerful naval forces in the region. It became particularly focused on anti-submarine warfare and minesweeping roles. The end of the Cold War and the emergence of new threats has seen a steady broadening of the JMSDF’s responsibilities. Notably, the need to counter North Korea’s nuclear warhead and missile programmes has led to the acquisition of ballistic missile defence capabilities. China’s growing maritime power is also viewed with concern. This has resulted in
FLEET PROFILE The JMSDF’s four escort groups are the main component of its surface forces. This picture shows the Aegis-equipped air defence destroyer Kongou (DDG-173) operating with the general-purpose destroyers Fuyuzuki (DD-118) and Takanami (DD-110) in November 2018. US NAVY
Japan’s helicopter-carrying destroyer Hyuga (DDH-181) operating with the US Navy aircraft carrier Ronald Reagan (CVN-76). The post-war JMSDF was initially designed to complement the US Navy’s Pacific Fleet.
the recent decision to reinstate an aircraft carrier capability, the first time since World War II Japan will have operated fixed wing aircraft at sea.
ORGANISATION The JMSDF has around 45,000 personnel. It operates from five main naval bases dotted around the Japanese home islands at Yokosuka, Sasebo, Maizuru, Kure and Ominato. The first four are the home ports of the four escort groups which form the main component of Japan’s surface naval forces. Each escort group comprises two divisions or squadrons of four ships and encompasses carrier-like ‘helicopter-carrying destroyers’ and powerful anti-aircraft
destroyers equipped with the US Aegis combat system. Each of the five naval bases also contains district forces. These are made up of smaller and older surface escorts, as well as flotillas of mine countermeasures vessels, and are currently focused on local defence. However, the Japanese national defence programme guidelines released at the end of 2018 envisage these forces being formed into two new groups to increase their flexibility. The JMSDF also maintains flotillas of diesel-electricpowered submarines organised into six squadrons , based at Yokosuka and Kure. The warships and submarines are supplemented by a
powerful air arm, which has approaching 200 helicopters and land-based maritime patrol aircraft.
HELICOPTER OPS Japan’s four DDH helicopter carrying destroyers are the jewels of its surface fleet. Effectively mini-helicopter carriers with full length flight decks, they entered service in two pairs between 2009 and 2017. The initial Hyuga (DDH-181) class are configured for anti-submarine operations and have some similarities with the former Royal Navy Invincible class as originally designed. They are able to deploy far more helicopters than their official outfit of three SH-60
Seahawk and one AW-101 machines. However, their relatively short 197m-long flight decks make them poorly suited for operating fixed-wing jets. This limitation is not present in the following pair of Izumo (DDH-183) class ships, which are almost 250m in length. Although they were initially designed only for helicopters, persistent reports suggested they might be adapted to deploy the F-35B short take-off and vertical landing (STOVL) variant of the Lockheed Martin Joint Strike Fighter. These were confirmed at the end of 2018, when the Japanese Government state it did, indeed, intend to modify the ships for F-35B operation.
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SUBMARINES
The AIP-equipped Soryu class submarines are Japan’s most modern submarine design. This is Jinryu (SS-507) shortly after launch in 2014. The JMSDF’s surface warships are complemented by its powerful force of diesel-electric submarines. These are among the largest conventionally powered submersibles in current service, reflecting the long-distance nature of maritime operations in the Pacific. Although Japan has a large civilian nuclear sector, the legacy of the atomic bomb attacks on Hiroshima and Nagasaki means there is a prohibition on using nuclear technology for military purposes. The current submarine force is split into two classes. The 11 older boats of the Oyashio (SS-590) class entered service from the late 1990s. Nine remain in active service, with the initial pair having been converted for training. Displacing around 4,000 tonnes in submerged
conditions and armed with Harpoon missiles and indigenous Type 89 homing torpedoes, they remain potent vessels. The more recent Soryu (SS-501) class started commissioning in 2009. Ten currently serve with the fleet and a further two are being built. The completed submarines are fitted with the Swedish-designed Stirling airindependent propulsion system for longer underwater endurance. Those under construction will be fitted with new generation lithiumion batteries. Li-ion technology will also be fitted to an improved class of submarine that entered construction in 2017. Current plans envisage expanding the active submarine force to 22 boats. Two additional units will continue to be used for training.
An unidentified Japanese Oyashio class submarine arriving at the naval base at Yokosuka close to Tokyo in August 2013. One of five main Japanese naval bases, Yokosuka also acts as a base for forwarddeployed US Navy warships. CONRAD WATERS
48 • February 2020 • www.shipsmonthly.com
SURFACE COMBATANTS The bulk of the JMSDF’s surface fleet comprises around 45 destroyers and destroyer escorts. These are to be increased to a total of 50 ships over the next decade. They can be broadly divided into three main types. The most powerful Japanese destroyers are the six ships equipped with the US Aegis
combat system. Four entered service between 1993 and 1998, the the Kongou (DDG173) class, and these are broadly similar to the early US Navy Arleigh Burke (DDG-51) design. Two additional ships, commissioned as the Atago (DG-177) class in 2007 and 2008, are larger and equipped with helicopter hangars. They have much in common with
The Hatsuyuki class destroyer Isoyuki off Portsmouth in 2013. Most of the class, including Isoyuki, have now been commissioned, but they form the basis of subsequent Japanese destroyer designs. CONRAD WATERS
FLEET PROFILE The JMSDF destroyers Kirisame (DD-104) and Asayuki (DD-132), pictured in 2018. Japanese general-purpose destroyer designs have undergone a steady process of evolution from the early 1980s. US NAVY
are a series of generalpurpose escort designs that trace their origins to the Hatsuyuki (DD-122) class of the early 1980s. The class added surface-to-surface and short-range surface-to-air missiles to the traditional gun-based armament of earlier JMSDF escorts. They also introduced innovations such as gas turbine propulsion and an embarked helicopter. The Hatsuyuki design has been progressively evolved over succeeding classes. The latest iteration is the pair of Asahi (DD-119) class destroyers commissioned in 2018 and 2019. They use an innovative combined gas turbine-electric and gas turbine (COGLAG) propulsion system. The balance of the surface combatant force is comprised of the six smaller destroyer escorts of the Abukuma (DE229) class. Entering service
Shimokita (LST-4002) is one of three Osumi class tank landing ships. They are equipped with a lengthy flight deck and well dock, and their role is quite similar to that performed by the US Navy’s dock landing ships.
The JMSDF maintains a large force of mine countermeasures vessels. This is the lead ship of the Enoshima class, the first Japanese minehunters to have reinforced plastic hulls.
The Hayabusa class fast attack craft Umitaka (PG-828). Japan’s latest defence review envisages additional patrol vessels.
in the early 1990s, they are intended for anti-submarine and anti-surface roles in littoral waters. The JMSDF has subsequently focused its resources on acquiring larger types of escort, but this may be reversed in an effort to increase overall force numbers.
The helicopter-carrying destroyer Izumo (DDH-181) was delivered in 2015. She is much larger than the earlier Hyuga class vessels and is to be adapted to operate F-35B STOVL jets.
OTHER VESSELS The front-line JMSDF units are supplemented by a number of minor combatants and auxiliary vessels. Prominent among these are around 25 mine countermeasures vessels of various types. These would be essential in keeping Japanese ports open in time of conflict. In contrast to many European navies, Japan continued building woodenhulled minehunters well into the 21st century. However, the latest Enoshima (MSC604) and Awaji (MSO-304) classes have transitioned to the use of reinforced plastics. The JMSDF is currently reducing its manned mine countermeasure vessel force and plans to place greater reliance on autonomous vehicles, deployable from a range of vessels, in future. It is hoped that this will provide the money and manpower
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JMSDF PRINCIPAL UNITS AS OF LATE 2019 TYPE
CLASS
NUMBER
TONNAGE
DIMENSIONS
PROPULSION
CREW
DATE
SUPPORT & HELICOPTER CARRIERS: 4 Helicopter Carrier – DDH
Izumo (DDH-183)
2
27,000tons
248m x 38m x 7m
COGAG, 30 knots
470
2015
Helicopter Carrier – DDH
Hyuga (DDH-181)
2
19,000 tons
197m x 33m x 7m
COGAG, 30 knots
340
2009
PRINCIPAL SURFACE ESCORTS: 44 (3) Destroyer – DDG
Atago (DDG-177)
2
10,000 tons
165m x 21m x 6m
COGAG, 30 knots
300
2007
Destroyer – DDG
Kongou (DDG-173)
4
9,500 tons
161m x 21m x 6m
COGAG, 30 knots
300
1993
Destroyer – DDG
Hatakaze (DDG-171)
2
6,300 tons
150m x 16m x 5m
COGAG, 30 knots
260
1986
Destroyer – DDG
Asahi (DD-119)
2
6,800 tons
151m x 18m x 5m
COGLAG, 30 knots
230
2017
Destroyer – DDG
Akizuki (DD-115)
4
6,800 tons
151m x 18m x 5m
COGAG, 30 Knots
200
2012
Destroyer – DDG
Takanami (DD-110)
5
6,300 tons
151m x 17m x 5m
COGAG, 30 knots
175
2003
Destroyer – DDG
Murasame (DD-101)
9
6,200 tons
151m x 17m x 5m
COGAG, 30 knots
165
1996
Destroyer – DDG
Asagiri (DD-151)
8
4,900 tons
137m x 15m x 5m
COGAG, 30 knots
220
1988
Destroyer – DDG
Hatsuyuki (DD-122)
2 (3)
3,800 tons
130m x 14m x 4m
COGOG, 30 knots
200
1982
Frigate – FFG
Abukuma (DE-229)
6
2,500 tons
109m x 13m x 4m
CODOG, 27 knots
120
1989
SUBMARINES: 19 (2) Submarine – SSK
Soryu (SS-501)
10
4,200 tons
84m x 9m x 8m
Diesel- electric AIP, 20 knots
65
2009
Submarine – SSK
Oyashio (SS-590)
9 (2)
4,000 tons
82m x 9m x 8m
Diesel-electric, 20 knots
70
1998
Osumi (LST-4001)
3
14,000 tons
178m x 26m x 6m
Diesel, 22 knots
135
1998
MAJOR AMPHIBIOUS UNITS: 3 Landing Platform Dock – LPD
Notes • Figures in brackets refer to trials or training ships; COGAG = combined gas and gas; COGLAG = combined gas electric and gas; COGOG = combined gas or gas; CODOG = combined diesel or gas; AIP = air-independent propulsion.
needed for the larger destroyer and submarine forces previously mentioned. It is also planned to acquire more patrol vessels to supplement the existing Hayabusa (PG-284) class fast attack craft. Although the JMSDF’s defensive role has limited international deployments, a small fleet of replenishment oilers is maintained to help resupply the escort groups, and new ships are planned. Other important ships include the
three ‘through deck’ Osumi (LST-4001) class tank landing ships, which incorporate a well deck similar to that found in US Navy dock landing ships. Amphibious capabilities are growing in importance, given the perceived Chinese threat to Japan’s southern island chain.
FUTURE DEVELOPMENTS The new Japanese defence programme guidelines revealed at the end of 2018 confirmed previously announced efforts
The JMSDF destroyer Murasame on exercises with the Royal Navy frigate Montrose off the coast of Japan in 2019.
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to expand the frontline fleet to 54 escorts (including the four helicopter carrying destroyers) and 22 submarines while establishing a new requirement for a total of 12 patrol vessels. The purchase of F-35B jets for Izumo and her sister Kaga was the other notable development. Some compromises have been inevitable to help achieve these ambitious objectives, given limited increases in funding. The previous
trend of constructing larger destroyers has been reversed in favour of a more compact 3,900-tonne type that will be cheaper to build and be optimised for deploying new technologies. Two of these were ordered in 2018 and another pair has been authorised in the FY2019 defence budget. The number of manned minehunters is also likely to continue to fall. The challenge of introducing jet fighters on board the Izumo class should not be underestimated, given Japan’s lack of experience in this area. Significant alterations to the design will be required to mitigate the effects of heat from the F-35Bs’ jet engines, while the training burden will be enormous. However, the JMSDF’s long and close relationship with the US Navy should ensure the necessary support is available. In conclusion, the JMSDF is a significant fleet which is able to field some impressive warships and submarines. With tensions in the Asia-Pacific region continuing at a high level, its national importance can only increase.
COMPANY HISTORY
BW GROUP THE GREEN SHIPS Jim Shaw examines the history of Hamilton, Bermudaheadquartered BW Group, a modern conglomerate formed out of two of the world’s largest shipping companies.
T
he transportation of gases in liquefied form by ship is becoming very big business, and one of the leading operators of this type of tonnage is Bermuda-based BW Group, known for its ‘green’ ships. The initials in the company’s name hint at a historic past: ‘B’ stands for Bergesen, once Norway’s biggest shipping company and operator of the world’s largest bulk carriers, and the ‘W’ for World-Wide Shipping, at one time the largest independent shipping company in the world. The latter firm, founded by Hong Kong’s Yue-Kong Pao, had more deadweight tonnage capacity in the mid-
Launch of the 10,403gt tanker Berge Bergesen, which was completed by Norway’s Rosenberg Mechanical Components A/S in 1951. THE ALEXANDER TURNBULL LIBRARY Built by Barclay, Curle in 1927, the 5,101gt City of Hereford became the first vessel of Y.K. Pao’s World-Wide fleet when she was purchased as Inchona from Willamson & Co in 1956 and renamed Golden Alpha. CMRT
1970s than the US and Soviet merchant fleets combined, and Pao appeared on the front cover of Newsweek magazine in 1976 as ‘King of the Sea’. Today, the BW Group is a world leader in the petroleum, gas and offshore sectors, with nearly 400 vessels in operation.
While gas carriers and floating storage and regasification units (FSRUs) make up the most valuable portion of the fleet, a merger with Copenhagenbased Hafnia Tankers last year saw product tankers become the largest single type of ship operated. At the same time,
One of Bergesen’s best-known ships was the 364,767dwt Berge Stahl, completed by South Korea’s Hyundai Heavy Industries in 1986 as the longest and largest iron ore carrier in the world. A. BEEM
BW elected to drop out of the chemical tanker business by selling its final two stainless steel tankers, the 1997-built Bright World and 1998-built Bold World, for scrap. Of the two historic companies consolidated in 2003 to form BW Group, the oldest was Bergesen d.y. ASA, formed by 42-year-old Sigval Bergesen as Sig. Bergesen d.y. & Co in 1935. Bergesen built up a fleet of three tankers just before World War II, but one, the 15,540dwt Charles Racine, was lost to Italian torpedoes in 1942. After the war, orders were placed for new ships, several of which were completed by the Rosenberg shipyard at Stavanger, which Bergesen had acquired from the Central Bank of Norway in the late 1940s. By 1955 the Bergesen fleet stood at seven tankers, the largest of 34,000dwt, and in 1967 the dry sector was entered when Sig. Bergense took over his son’s fleet. This included several large ore-oil
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The tanker Berge Bergesen was one of Sig. Bergesen d.y. & Company’s first post-war-built ships. THE ALEXANDER TURNBULL LIBRARY
(OO) carriers, such as the 86,244dwt Shigeo Nagano, which were under long-term contract with New Yorkheadquartered Hugo Neu Corporation to transport ore from East Africa to Japan. Sigval Bergesen went on to order several of the world’s largest ore-bulk-oil (OBO) carriers for his own fleet, two of which, the 227,550dwt Berge Istra and 227,912dwt Berge
Vanga, were lost in 1976 and 1979 with all their crews. When Bibby Line’s Derbyshire, another OBO, was lost a year later, also with her entire crew, interest in this type of ship faded. Although Sigval Bergesen started in the petroleum tanker sector, he moved into gas carriers during the late1970s, when Fearnley & Eger began experiencing financial difficulties. The 109-year-old
The pressurised LPG carrier Epic St Thomas is one of 44 ships operated by BW Group’s Singapore-based Epic Gas Ltd, which traces its history back to the founding of Jardine Matheson’s Indo-China Steam Navigation in 1891. EPIC GAS
52 • February 2020 • www.shipsmonthly.com
As the world’s largest transporter of Liquid Petroleum Gas (LPG) BW LPG operates 49 ships, including the 48,502gt BW Lord (2008). BW GROUP
One of the final ships to be added to the World-Wide fleet before its amalgamation with Bergesen was the 1999-built World Romance, a 74,047dwt bulk carrier sold in 2005. JIM SHAW
firm had ordered a series of six LPG carriers of 75,000m3 capacity in Asia but was unable to take delivery. Bergesen then stepped in to purchase the ships, taking one from another buyer. After acquiring more vessels in the dry, gas and liquid
sectors, and eventually building up Norway’s largest shipping company, Sigval Bergesen retired in the late 1970s and his two grandsons, Morten Sigval Bergesen and Petter C. G. Sundt, took over the company. The various holdings of the Bergesen group were then consolidated as Bergesen dy A/S and the reconstructed company listed on the Oslo Stock Exchange in 1986. By this time, additional investment had been made in the LPG sector, and by the end of the 1980s Bergesen had become a major operator of such ships. In 1996 it took over another leading LPG carrier, Havtor ASA, which brought the
COMPANY HISTORY Although BW Group expanded rapidly into the chemical tanker sector by acquiring the fleet of Stream Tankers in 2014 it moved out of the trade last year by selling off the ships, including the 19,989dwt BW Boron, which now trades as Indigo Ray.
Born in Stavanger, Norway in 1893, Sigval Bergesen d.y. built up a cargo fleet totalling more than seven million tonnes deadweight before retiring in 1976 and passing away in 1980.
Bergesen fleet to more than 100 vessels trading in the petroleum, gas and dry bulk trades.
THE MOVE INTO LNG
Born in Ningbo, China in 1918, Yue-Kong Pao built up a fleet of over 20 million tonnes deadweight, the world’s largest, before retiring in 1986 and passing away in 1991.
In 1999, following a volatile decade in the petroleum transportation industry, the Bergesen Group revised its strategy to focus on gas tankers and offshore services. This led to the ordering of several LNG carriers in 2000 that were subsequently chartered to Suez Energy International and Sonatrach. At the same time, Bergesen acquired Scantank Offshore, moving more strongly into the FPSO (floating production, storage and offloading vessel) market. This rapid growth established Bergesen as Norway’s most progressive shipping company and an attractive takeover target. In April 2003 Hong Kong’s World-Wide Shipping, then led by Dr Helmut Sohmen, purchased control of Bergesen and delisted it from the Oslo Stock Exchange. Bergesen Worldwide Ltd was then established as a holding company for the Bergesen and World-Wide shipping groups, a name later shortened to BW Group. During this period Bergesen sold its remaining petroleum tankers to World-
One of a series of Medium Range (MR) product tankers completed by South Korea’s SPP Shipbuilding in 2014, the 29,768gt BW Egret now sails under the Hafnia banner. ALL PHOTOS BY BW GROUP UNLESS STATED
Built in 2015, the 170,212m3 capacity BW Singapore has been providing LNG regasification and storage services to the Egyptian Natural Gas Holding Company at Ain Sokhna, Egypt. www.shipsmonthly.com • February 2020 •
53
Completed in China in 2010, the 76,578dwt BW Zambesi trades under the banner of Copenhagen-based Hafnia, which was acquired by BW Group last year and is ranked as the world’s largest product tanker operator.
Wide while retaining its gas carriers, dry bulk carriers and FPSO business, all later to become stand-alone operations under the BW banner. The ability of Hong Kong’s World-Wide Shipping to suddenly purchase Norway’s largest shipping company can be traced to the astute business tactics of its founder, Yue-Kong (Y.K.) Pao, who was born in Ningbo, China
in 1918 and moved to Hong Kong in 1949. Although with a background in banking, Pao soon entered the shipping business and purchased his first vessel, the elderly coalburner Inchona, from another Hong Kong firm, Willamson & Company, in 1956. He optimistically renamed his purchase Golden Alpha in the expectation that it would be the first in what would
CURRENT OPERATIONS BW DRY BULK In 2016 BW Group re-entered the dry bulks trade, which was once the foundation of Y. K. Pao’s fleet, by establishing BW Dry Cargo under the direction of Christian Bonfils, who had earlier founded Nordic Bulk Carriers. Although expected to trade in the Handymax to Kamsarmax size range, BW Dry Cargo has been operating ships in the Supramax to Capesize sector, including the 179,993dwt Berge Nyangani
(ex-Tenshu Maru), purchased from Japan’s Kambara Kisen two years ago, and the 171,995dwt Berge Weisshorn (ex-Pacific Fortune), acquired a year earlier. This year BW Dry Bulk will take delivery of new 81,600dwt and 61,800dwt bulk carriers from the Tsuneishi shipyard in the Philippines and Japan’s Oshima to bring its fleet to 20 vessels. At the same time, several older ships, including the 61,491dwt BW Durum and 82,589dwt BW Acorn, have ben sold.
One of the first vessels to be purchased by BW Group’s new BW Dry Bulk business was the 58,096dwt BW Flax (ex-Pearl Halo), which was also the first ship with the new dark blue hull colour. YIU LIAN SHIPYARD
54 • February 2020 • www.shipsmonthly.com
become a very large fleet. Pao’s business plan was to first obtain a guaranteed charter for a vessel before buying it. Most of his early charters were with Japanese trading houses as these firms began to enjoy a post-war boom. Pao’s business grew accordingly. Although the ancient Golden Alpha survived for a few years, she was quickly replaced by several more secondhand vessels, and by 1961 Pao was able to take delivery of his first newbuilds, all working under long-term carriage contracts and most listed under single-ship companies.
MOVE TO PETROLEUM Pao eventually purchased a second-hand tanker with a British Petroleum charter attached. This led to his involvement in the petroleum trade just as the 1967 closure of the Suez Canal drove rates sky high for these types of ships. With a firm credit foundation established in Hong Kong, and good shipbuilding connections in Japan, Pao quickly placed orders for tankers and, by 1969, was taking delivery of his first VLCC, the Japanesebuilt World Chief. This 219,259dwt ship was followed by 40 additional crude carriers between 1970 and 1974. Within another five years Pao had built up a fleet of more than 200 vessels of a combined 20.5 million dwt in both the dry and liquid trades. Such was his meteoritic rise through the ranks of world
shipowners, during which he passed by such famous Greeks as Onassis and Niarchos, that he was knighted by Queen Elizabeth II in 1978. Two years later, at his peak, he purchased control of the Hong Kong & Kowloon Wharf & Godown Co, which included ownership of Hong Kong Tramway and Star Ferries, thus cementing his status as Hong Kong’s leading businessman and one of the world’s richest men with worth an estimated $1.3 billion. After buying ships through the 1960s and early 1970s, Pao was forced to begin selling them in the late 1970s as a world shipping recession began to take hold. Over the next five years 140 were disposed of, most as they came off charter. This reduced World-Wide’s overall carrying capacity, but allowed it to pay off debts and build up cash reserves. In 1986 Pao retired and the leadership of World-Wide was taken over by his first sonin-law, Dr Helmut Sohmen, who had married Pao’s oldest daughter, Anna, in 1967. Under Sohmen’s direction, and as the shipping recession began to ease, six VLCCs were ordered in South Korea, the first vessel aptly named World Phoenix to symbolise a new beginning for the company. The big crude carriers entered service just as the First Gulf War in the Middle East flared, again pushing freight rates up. Using its new profits, World-Wide acquired Sweden’s
The 301,021dwt BW Edelweiss, built by South Korea’s Daewoo yard in 2007, is one of a number of BW crude carriers that were traded to DHT Holdings in 2017 and today operates as that company’s DHT Edelweiss.
COMPANY HISTORY Built in 2001, and acquired by BW Group in 2006, the 299,450dwt BW Utik was moved over to DHT Holdings as DHT Utik in 2017 but was sold last year to become the Marshall Islands-registered Ridgebury Utik.
N&T Argonaut in 1999, adding 24 large tankers to its fleet, and began looking around for other potential acquisitions. Japan’s Iino Kaiun Kaisha, a leading operator of dry and liquid tonnage, was considered, but it was Bergesen’s Morten Bergesen and Petter C. G. Sundt who were more receptive to World-Wide’s LNG offer. This led toBW World-Wide taking over Bergesen under the Bergesen Worldwide banner in 2003, the name becoming BW Group in 2007.
BW GROUP HOLDINGS Since amalgamation of the Hong Kong and Norwegian fleets, BW Group has become the holding company for a number of undertakings, each with its own management
and field of specialisation. Of the two large gas carrier operations, BW LPG owns 37 ships, with two more under construction, while another eight are chartered in. Most of these vessels have capacities ranging from 78,000m3 to 84,000m3, with the two smallest ships, the 2003-built BW Nantes and BW Nice, being sold last year. Since becoming the largest shareholder in Singaporebased Epic Gas, now operating as a BW company, BW LPG is ranked as the world’s largest owner and operator of LPG tonnage, both in terms of ship numbers and carrying capacity.
BW TANKERS In the product tanker sector, BW Tankers (formerly BW
CURRENT OPERATIONS BW LNG
BW CHEMICAL
BW LNG, a sister to BW LPG, operates 18 vessels, four of which are used as floating storage and regasification units (FSRUs). The latter vessels are employed for the receiving, storage and offloading of LNG in various locations around the world, and the 170,212m3. BW Singapore is serving in this role in Egypt. Over the past two years, BW LNG has taken delivery of several new 173,400m3 vessels from Daewoo and has another six on order.
In the petroleum and chemical tanker sectors, BW Group has made significant changes over the past several years by expanding its chemical tanker fleet under BW Chemicals through the purchase of ten ships from Stream Tankers AS, then selling 13 ships to Ace Tankers last year. Several months later it exited the trade entirely by selling its last two chemical carriers, the 24-year-old twins Bright World and Bold World, both for scrap.
Pacific) completed a merger with Denmark-based Hafnia Tankers in 2019 to create the world’s largest product tanker fleet, which now trades under the Hafnia name. The combined company operates over 100 ships in the LR2, LR1, MR and SR sectors, and is currently taking delivery of six 75,000dwt LR1 newbuilds from China’s CSSC shipyard. These vessels will be operated by a new joint venture formed between Hafnia and CSSC: Vista Shipping. In the crude carrier sector, BW has sold its BW Offshore’s latest and most sophisticated FPSO, the 127,448dwt BW Catcher, is currently working in the North Sea under a lease contract signed with Premier Oil. BW GROUP
fleet of 11 VLCCs to Bermudabased DHT Holdings in exchange for 33.5 per cent ownership of the company, which now trades 27 tankers.
BW OFFSHORE One of the most highly valued and technologically proficient of the BW Group companies is BW Offshore, which traces its inception to the installation of the FPSO Berge Sisar off Angola by Bergesen 38 years ago. Since then BW Offshore has pioneered a number of FPSO and FSO (floating storage and offloading) installations, including the first and only Arctic FSO and the first FPSO in the Gulf of Mexico, where a record moorage depth of over 8,500ft was required. Today, BW Offshore operates 15 owned FPSOs, working in areas such as West Africa, Brazil, Indonesia and the North Sea. Its latest and most advanced is the 790ft by 164ft BW Catcher, completed in Singapore in 2017 and working in the North Sea for London-based Premier Oil. The FPSO has an oil storage capacity of 650,000 barrels and a processing capacity of 60,000 barrels a day. BW Offshore is also developing a smaller 584ft by 118ft FPSO which will be able to produce oil from marginal fields while meeting requirements for operation on the Norwegian continental shelf. This vessel is expected to have a storage capacity of 325,000 barrels and a processing capacity of 40,000 barrels a day.
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MOSAIC
Orkney Ferries, owned by Orkney Islands Council, operates nine dedicated inter-island ferries between Orkney’s mainland and thirteen island destinations, with the three largest vessels working out of Kirkwall on lifeline services to the North Isles. The 1988-built Varagan (928gt), approaching Kirkwall, was built by Cochrane Shipbuilders for Orkney Ferries to work on a Gills BayBurwick route, but when this proved unsuccessful she was taken over by Orkney Islands Shipping Company in 1991 and subsequently placed on the North Isles service.
The 1994-built Hoy Head approaching the Houton terminal on Orkney Mainland. Built by Appledore Shipbuilders to replace Thorsvoe on the South Isles service, she was lengthened by 14m in 2012-13 at Cammell Laird Shiprepairers and operates the Lyness (Hoy) to Houton route, carrying up to 125 passengers.
56 • February 2020 • www.shipsmonthly.com
READERS’ ARCHIVE The 1990-built Earl Thorfinn approaching Kirkwall while operating the North Isles service to Sanday, Stronsay, Papa Westray and North Ronaldsay. She was built by McTay Marine at Bromborough and can carry up to 190 passengers and 26 vehicles.
The 1989-built Shapinsay was built by Yorkshire Drydock Ltd, Hull for service from Kirkwall to Shapinsay, and was lengthened by 6m in April 2011.
The 104gt Eynhallow was built in 1987 by David Abel Boat Builders, Bristol to inaugurate a ro-ro service from Tingwall to Rousay, Egilsay and Wyre. (Graham Campbell)
Earl Sigurd and Thorsvoe passing in the Bay of Kirkwall, respectively heading away from and towards the Orkney capital. Since 1994, the 1991-built Thorsvoe has been the main reserve vessel. (Graham Campbell)
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GREEK SHIPPING JOINT VENTURES Malcolm Cranfield recalls three Greek shipping owners, their joint ventures and the ships they operated from the early 1970s to the present day.
The 1949-built Pangri entering the Ghent Canal at Terneuzen on 30 May 1973. She was sold in 1976 to briefly trade as Agni, managed by Golden Fleet Navigation of Piraeus, but was resold in August 1977 to Pakistan breakers.
P
rodromos BodosakisAthanasiadis (18901979) was an important figure in 20th century Greek industrial development. He created an industrial empire with weapons
factories, mines and plants in diverse branches of industry in the 1930s. He was a mentor to Georgios M. Dracopoulos, helping him to create the well-known Empros Lines in 1951, and to Dimitris S. Lekanidis, whom he employed
Pangri II, built at Kochi in 1970 as Kamogawa Maru No.1, at Immingham on 8 May 1980. As the Peru-owned Ancon, she foundered on 29 September 1990. PAUL MORGAN
58 • February 2020 • www.shipsmonthly.com
from 1953 as an average adjuster and trainee lawyer. In the late 1950s Lekanidis joined Dracopoulos in the management of Empros Lines, remaining a partner until 1970, and two years later he founded Dileship Marine Corporation.
Meanwhile, in the late 1960s Aris Theodoridis (b.1934), of Drama, north-eastern Greece, who previously specialised in building, repairing and operating small ferries, entered the business of cargo ship operation. Although he
The 1967-built Elpan (ex-Shoryu Maru) sailing from Rotterdam in July 1982. Sold in 1984, she traded from 1986 as Al Hada D. until laid up in 1991 at Suez, where she was scrapped in 1998 as Akbar. DAVE SALISBURY
SHIPOWNING DILESHIP FLEET Some of the vessels operated by Dimitris S. Lekanidis in the 1980s and beyond SHIP NAME
BUILT
PURCHASED
FORMER NAME
SOLD
LATER NAME
FATE
GHIOULA
1968
ALICAMPOS
1968
1979
Demetra
1985
Golden Star I
BU Alang 1993
1980
Maritime Queen
1998
STEPHANOS
1969
1980
Eastern Mary
1986
Dignity, Trinity
BU Alang 1996
PSILIORITIS/ELEOUSA
1975
1983
Atlantic Pioneer
1997
Katerina K
BU Alang 2003
GRIGORPAN
1974
1986
Atlantic Wasa
1999
ARANDROS
1975
1987
Arkandros
1996
Hajra, Gemini I
BU Alang 2001
ELEFTHEROTRIA
1972
1987
Maritsa P.Lemos
1994
Lark
BU Chittagong 1996
PORTAITISSA
1977
1988
Duteous
1996
Unisea, Marina Bay
BU Alang 2001
AGNANDOUSSA
1976
1992
Lito, Alioth
2001
Bei Ji Zhou
BU Alang 2009
ATHINIOTISSA
1976
1993
Ros Castle, Benledi
1999
ASPILOS
1982
1994
World Harvest
2009
Ramsi
BU Chittagong 2015
AMOLYNTOS
1982
1999
Oak Pearl
2005
Tina M
BU Chittagong 2011
BU Alang 1998
BU Alang 1999
BU Alang 1999
Notes • 1. Alicampos was renamed Esquire in 1986, Sea Esquire in 1991 and Queen in 1995, always under Lekanidis management; 2. Psilioritis was renamed Eleousa in 1987; 3. Arandros was renamed Panandros in 1987; 4. Athiniotissa was launched at Copenhagen in June 1976 as Sheaf Crest but delivered to Bamburgh Shipping Co Ltd and purchased in 1981 by The Ben Line Steamers, which sold her in 1984
when, as Bodin, she became a constructive total loss after suffering a fire, engine room explosion and grounding off Fort Filip, River Scheldt on 28 May 1966. Purchased by Nikolaos Frangos, she was repaired and began worldwide trading in October 1966 as Good Hope, with a voyage from London to Lattakia. On her sale in 1976, Pangri was replaced with the 1970 Japanese-built 5,626dwt Pangri II, which was sold in 1980 to Peru and sank in 1990 as Ancon. She and later ships were also painted with a yellow funnel and blue band but without the above mentioned letters. The 1966-built Panel and 1970-built Pantheo, both purchased in 1976, and
was mainly concerned with shipbuilding and design, Theodoridis established the ship management company Vulcanus Technical Maritime Enterprises in 1989.
JOINT BUSINESS In 1973 Theodoridis and Lekanidis jointly purchased the Sunderland-built 4,600dwt Pangri, which was painted with a yellow funnel and broad blue band, with interlocked letters T and L in white. Delivered by Wm Pickersgill in July 1949 as Alfa to a Liberianflagged operator, Pangri traded under the Norwegian flag between 1952 and 1966
Dileship’s 1975-built Eleousa, the former Psilioritis (ex-Atlantic Pioneer) outward from Durban on 5 February 1993. TREVOR JONES/DAVE SALISBURY COLLECTION
The 1966-built Panel (ex-Nittou Maru) sailing from Rotterdam on 4 September 1979 for West Africa. Sold early in 1981, she traded as Nikos Nasos II for about a year before foundering on 7 March 1982 during a voyage from Samsun to Algiers carrying cement. GEORGE GARWOOD/DAVE SALISBURY COLLECTION
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59
the 1967-built Panarma, purchased in 1977, also subsequently sank. Possibly due to a transfer of ownership while still under Lecanides management, Panarma was given two further names, Sea Eagle and Alkmini, before she sank in May 1981, while Pantheo and Panel were sold in 1981 and renamed Angelika and Nikos Nasos II before sinking in 1982. The name Panel was turned around as Elpan for another similar ship, which the joint venture purchased in 1975. She was sold in 1984 and broken up at Suez in 1998 as Akbar. Meanwhile, the 1948 Burntisland-built 6,080dwt Emma Methenitis was purchased in 1974 and operated as Pantin until 1977, then as Panodi, and finally as Aristotelis, as which she was broken up at Gadani Beach in March 1978. In addition, between 1971 and 1979 Dimitris S. Lekanidis managed the 1948-built Sirene, the former Nestor of KNSM, either on his own account or on behalf of an owner other than Aris Theodoridis.
DILESHIP Some or all of the vessels operated by Dileship Marine Corp may have been wholly or partly owned by Aris Theodoridis. However, from the mid-1980s Dileship concentrated on the management of vessels owned by the Lekanidis family. In 1988, after
VULCANUS FLEET Vessels purchased by Aris Theodoridis in the 1990s and managed by Vulcanus SHIP
BUILT
PURCHASED
FORMER NAMES
SOLD
LATER NAME
FATE
OSIRIS I
1970
1990
Iris, Sotiris, Miki Maru
2001
EVANTHIA/EFREM
1977
1991
Sila, Sincere Trader
2007
St.Efrem
BU Abidjan 2014
BU Alang 2001
ISIS I
1976
1993
Hand Fortune
2003
Ismael Mehieddine
BU 2015
OURANIA I
1977
1994
Al Redha
2001
Rania I
BU Alang 2001
MELPOMENI
1976
1998
Island Sky
2006
Leopard B.
BU Alang 2013
ERATO/GOLDEN
1976
1999
Ceti, Golden Breeze
2006
Captain Ismael
BU Alang 2013
Notes • 1. Evanthia ’77 (ex-Sincere Trader), a Freedom Mk.1-type built in Taiwan, was renamed Efrem in 1997 when, indicating a different owner, her funnel was painted with an interlocked J and P. Purchased in 2007 by Livanbros Marine SA and renamed St Efrem, following an accident in 2010, she idled at Abidjan and is believed to have been scrapped locally by the end of 2014. 2. Ourania I was a Freedom Mk.1 type built in Tokyo by I.H.I. for Abbas Gokal’s Gulf Shipping Group.
J.G.Goumas (Shipping)’s first Poros Island near Montreal on 3 May 1977. Built by Blohm+Voss at Hamburg in 1962 as Tunis, she was purchased by Goumas early in 1974 and “sold East” in 1980. By 1992 she was owned in Fuzhou, China as Ming Long, but is believed to have been scrapped before 2012.
graduating from Boston University with an MSc in Business Administration, Stefanos Lekanidis, his son, joined the company and in 1997 became its Managing Director. He married Xenia Goumas, daughter of Ioannis Goumas and sister of his friend Gikas Goumas, who became managing director of
Dileship’s 1968-built Esquire, the former Alicampos (ex-Maritime Queen), arriving at Durban in December 1987 during a voyage from Singapore to Lome. Following two name changes, she was beached at Alang on 29 January 1998 for breaking. TREVOR JONES/DAVE SALISBURY COLLECTION
60 • February 2020 • www.shipsmonthly.com
the family firm J.G. Goumas (Shipping) Co SA. In August 2001 Dileship was combined with J.G. Goumas (Shipping) Co Ltd to create Equinox Maritime Limited. The origins of J.G. Goumas can be traced back to 1911, with the company being reactivated in 1971 by Nikos Goumas, who entered
shipowning in 1964 with the acquisition of the 1948 Sunderland-built 3,927dwt Ghikas, which was named after several generations of seafarers in the family. In the early 1970s Goumas acquired larger ships, including the 1956-built Lenio (ex-Bamenda Palm) and Amaryllis (ex-Boniface).
Dileship’s Mk.1 Freedom-type Portaitissa, built at Kure in 1977 as Duteous, at Montreal on 8 April 1989. Sold in 1996 to Singapore-based buyers, she operated as Unisea until 2000. Renamed Marina Bay, she suffered a collision at Apapa on 3 March 2001 and was condemned. RENÉ BEAUCHAMP
SHIPOWNING VULCANUS MANAGED VESSELS Vessels managed by Vulcanus since 2000 but not in the current fleet SHIP NAME
BUILT
PURCHASED
FORMER NAMES
SOLD
LATER NAMES
FATE
EVANTHIA
1977
2000
Prigipos, Grand Spruce
2005
Dana Muhieddine
BU Alang 2009
ZOGRAFIA
1978
2001
Rhea, Michalos Lemos
2008
EVDOXIA
1983
2003
Darya Ma
2011
Wan He
BU Chittagong 2015
EVROPI
1981
2005
Seahope, World Glen
2008
Rimar, Al Youssef
BU Alang 2012 BU Alang 2015
BU Gadani Beach 2008
EVANTHIA
1984
2006
Sanko Emerald
2013
Mary
MELPOMENI
1984
2007
Seapace, Saqqara
2009
Dogan Bey
ZOGRAFIA
1991
2008
Pacific Hope
2015
I Maria
MELPOMENI
1985
2010
La Suerte
2012
Ocean Lord
EVA
1987
2011
Ocean Royal
2015
EVANTHIA
1996
2014
Pacific Champ
2017
Kavkaz I
BU Alang 2013 BU Alang 2015
EVDOXIA
1996
2014
Pacific Royal
2017
Kavkaz II
MELPOMENI
1994
2015
Blest Future
2016
Afroditi
Notes • 1. Evdoxia ’83 was built at Sunderland as Darya Ma for Hong Kong-based owners. 2. Following her sale, Melpomeni ’84 was converted at Tuzla, Turkey, into a floating power station. Under the full name of Karadeniz Powership Dogan Bey she has supplied electricity to areas of Iraq and Sierra Leone. 3. Zografia ’91 sailed as Zografia I between 2013 and 2015, releasing her name for the former Grigorpan. 4. Melpomeni ’94 operated as Fiona Bulker in 200-05, Princess I in 2005-14 and Star Kim in 2014-15.
With the exception of the 1979-built Ghikas, an Island naming policy, first adopted with the 1967-built Andros Island and the 1962-built Poros Island, was applied to a series of Freedom II-type ships built between 1979 and 1986. Equinox Maritime Limited, which now concentrates on Supramax and Ultramax vessels, is expanding, with newbuild contracts for innovative eco designs as well as second-hand tonnage. Its fleet currently totals 15 vessels, the oldest being the 2002-built Equinox Dawn, Equinox Voyager and Equinox Seas, and the newest the Dalian-built Akra and Star Wave, the latter having been purchased secondhand in October 2018.
The Goumas-owned Naxos Island, built at Chita in 1978-80, in Langton lock, Liverpool, October 1982. DAVE WILLIAMS The 1976-built Isis I (ex-Hand Fortune), managed by Vulcanus from 1993, at Marseille on 9 February 2002 discharging. M. CRANFIELD
The 2002-built Vulcanus-managed Zografia approaching IJmuiden on 16 February 2019. ERWIN WILLEMSE
VESSELS NOW OPERATED BY VULCANUS SHIP NAME
BUILT
PURCHASED
ZOGRAFIA
2002
2015
FORMER NAMES Apollon, Grigorpan
MELPOMENI
2002
2016
Apex, Sara Al Jaber, Sara V., Atlas
OSIRIS
2004
2017
Xiamen Sea, Pacific Sea
EVROPI
2005
2016
Kandy, Filia Gem, Sapphire Seas, Julius Oldendorff
EVANTHIA
2005
2018
Port Melbourne, Santa Margherita (launched Seaharmony)
Note • Zografia was purchased from Dileship/Equinox who operated the vessel as Grigorpan between 2005 and 2015. Both Zografia and Melpomeni were built for N.Z. MIchalos, represented in London by Victoria SS Co Ltd (see SM, June 2017).
J.G. Goumas’ first Andros Island in the Nieuwe Waterweg in September 1980. Built in 1967 as Apollo Crown for Patt, Manfield & Co, she was purchased by Goumas in 1970 and sold in 1982. As Christos K.II, she was laid up at Eleusis in 1982 and sent to Aliaga for breaking in 1987. PAUL MORGAN www.shipsmonthly.com • February 2020 •
61
CHARTROOM SHIPS MAIL
CRUISE SHIPS BIGGER IS NOT BETTER
Tug in Mombasa In 1971 I was working for the East African Power and Lighting Company in Kenya and our family of five, including three young children, drove from Nairobi to Cape Town to board a ship. We loaded our VW Variant onto the Lloyd Triestino ship Asia (as deck cargo) and sailed back to Mombasa, where I took a photo of the tug Marie Felling (above), which I think was steam-powered. I would be pleased if any readers could supply further details of this vessel, as I think she must have been working in Mombasa for many years before we arrived there. John Noble, Tamborine Mountain, Queensland
Cargo ship Paul The cargo ship Paul (SM, Sep 2019, p.63) carried the funnel colours of the Unicorn Shipping Co, a South African company which grew out of the amalgamation of various coasting
Articles about cruise ships feature heavily in your excellent magazine, most of them complimentary, which makes some of them sound almost like advertisements. Reference is made to the size and passenger capacity of these ships in such a way as to give the impression that bigger is better. However, I think that if residents of cities such as Venice were asked for their opinion, they would generally be negative: an enormous cruise ship blocking the view of the harbour, discharging waste and disgorging passengers
SOMETHING A BIT DIFFERENT As a shipping enthusiast it is always good when something a bit different visits my local port. Poole only usually hosts three crossChannel ferries on a regular basis, but at the end of 2019 all were replaced by relief vessels. In August 2019 the Bilbao freighter MN Pelican went away for further charter work and to have exhaust scrubbers fitted. Her place was taken by the maiden caller Bore Bay until Pelican’s return in December. The November overhaul of Condor Liberation in Falmouth
saw Condor Rapide deputise on the Channel Islands route. Finally, Barfleur had a five-week absence for routine maintenance at the Astander yard in Santander, and returned the latest Brittany Ferries livery. The Cherbourg service was entrusted to Connemara, a first-time visitor under that name. Connemara is the longest ferry to have operated out of the port and, on 28 November, I was able to photograph both her and Condor Rapide on one of their few times together. Kevin Mitchell, Poole
who add to the glut of tourists without discernible benefit to the city, except to the purveyors of overpriced merchandise, is unlikely to be appreciated. Moreover, despite the description in nearly every article of the measures taken by the cruise ship companies to lower emissions of CO2 and other noxious substances, a cruise ship emits at least 1.8 times as much CO2 per passenger mile as an aeroplane and in some cases up to 7.6 times as much. This is without taking into account the cost to the ocean from
the disposal of waste water and sewage, and the enormous amounts of electricity needed to supply the passengers with hotel services. Many passengers might also take flights to join cruises, adding to the environmental impact. The combination of cruise ship companies seeking ever larger profits and the demand of passengers for a luxurious experience which has little to do with encountering different cultures is only adding to 21st century environmental challenges. Marmaduke Soddy Cambridge
companies. She was pictured either arriving or departing a South African harbour, probably Cape Town, in the mid-1980s. South African Railways and Harbours was rebranded during that decade to Transnet and the tug funnel colours changed to the orange funnel. Paul appears to have been chartered by Unicorn Shipping. Ships which belonged to the company carried names with South African connections. Many South African-owned ships at this time were not registered in their home country to allow them to access ports which were otherwise closed to South Africa registered ships. Ron Galliers, Auckland
are believed to have played a part in the building of Titanic (see below). Arnold Gardiner Belfast
Harland and Wolff Sadly, the world-famous shipyard of Harland and Wolff has fallen on hard times, but we are living in hope that there is a future for the historic yard. I painted some views of the shipyard, after the actual shipbuilding had stopped, when some ships and oil rigs were still being worked on. The two massive cranes, Samson and Goliath, have been features of the Belfast skyline for many years, and still are. There are also the three cranes which
62 • February 2020 • www.shipsmonthly.com
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READERS’ PAGES
SHIPS LIBRARY
bookof themonth SS Nomadic: Titanic’s Little Sister Philippe Delaunoy SS Nomadic was commissioned by White Star Line to serve the Olympic class liners Olympic, Titanic and Britannic when they called in Cherbourg. Built in Belfast alongside Titanic, she was made with the same steel, built by the same workers and decorated by the same craftsmen. Because her duties were to serve first and second class passengers, she was fitted out more luxuriously than were other tenders of that time and she was seen by the White Star Line as a window into the sumptuous new liners. While Titanic was the ill-fated White Star Liner, Nomadic was the lucky tender, surviving both world wars and escaping destruction many times. She is now restored to her former glory as a tourist attraction in Belfast. This book tells the story of this extraordinary ship and those who served on board her. Thorough research, unique family archives and exclusive pictures provide an insight into Nomadic’s career. JM • Published by The History Press, The Mill, Brimscombe Port, Stroud, Gloucs GL5 2QG, tel 01453 883300, www. thehistorypress.co.uk, price £18.99.
RMS Mauretania (1907) Queen of the Ocean David Hutchens I have often thought that two of the most beautiful ships built were RMS Mauretania of 1907 and RMS Mauretania of 1938 and here, at last, is a book on the earlier vessel. She was five years in the making, and she and
World Naval Review 2020 Conrad Waters (Ed) Published by Seaforth Publishing, 47 Church Street, Barnsley South Yorkshire S70 2AS; tel 01226 734555, info@seaforthpublishing.com, 192 pages, price £35. Now into its second decade of publication, the Seaforth World Naval Review 2020 provides an authoritative summary of global naval developments over the past 12 months. Regional surveys of fleet evolution and procurement by editor Conrad Waters are supplemented by in-depth articles from a range her sistership, Lusitania, represented a new era in British shipbuilding. Ostensibly built to compete against record-breaking German liners, Mauretania was not only one of the first major ships to be turbine-driven or have four propellers, but was also the largest moving structure ever to have been built at that time. She also became the fastest, capturing the Blue Riband in September 1909 for the fastest westbound crossing, a record she retained for two decades. But Mauretania was not just built for luxury and speed. When war was declared in 1914, she was pressed into service as a troop and hospital ship, and, where once she had carried passengers, she now carried soldiers. This well-researched book covers the history of this illustrious vessel, from her design and build, through her glittering career, and to her ultimate demise at the breakers in 1935. Thoroughly researched and with over 100 photographs and illustrations, the 312-page RMS Mauretania (1907): Queen of the Ocean is the definitive book on this beautiful and remarkable liner. PS • Published by Seaforth Publishing, 47 Church Street, Barnsley, Yorkshire S70 2AS; tel 01226 734555, info@seaforthpublishing.com, 192 pages, price £40.
of subject experts, focusing on significant new warships, technological advances and specific navies. Features in this edition include coverage of the US Navy’s Virginia class submarines, the Royal Navy’s Tide class tankers and the Indian P28 Komorto class corvettes. Technological subjects include assessments of recent developments in submarine technology by Norman Friedman, while David Hobbs’ review of naval aviation focuses on the F35 Lightning II. The fleet reviews look at Finland and Germany and analyse how
The TID Tugs of World War Two W. J. Harvey The latest offering from the World Ship Society, The TID Tugs of World War Two by Bill Harvey, covers an unusual but interesting subject. The TIDs were a standard tug design developed during World War II. A total of 182 steam-powered TIDs were constructed, following the same basic design. Exactly what the initials TID indicate is a subject for debate, and the book gives ten suggestions. The need for a small versatile tug, easily adaptable to a variety of tasks, had been identified in 1942, and a search was initiated for suitable construction yards. These vessels were to facilitate future needs and to avoid any requisitioning of existing mercantile equivalents from around
they are responding to the increased threat from the Russian navy. Providing the only annual naval overview of its type, World Naval Review is essential reading for anyone, whether enthusiast or professional, interested in contemporary maritime affairs. The articles are supplemented by numerous photos, diagrams and information tables. NL the country. Once completed, the TIDs were employed on naval and army duties, as well as commercial work under civilian control. The builder for most of the craft was Richard Dunstan, of Thorne, who completed 152. The small craft builder specialised in welding rather than riveting small vessels. Some vessels were built by Henry Scarr, Hessle (seven in total) and others by Pickersgill, Sunderland (23). The TID Tugs of World War Two looks in detail at the design and construction of these vessels, their war duties and their post war disposals. There is a comprehensive list of all the vessels with building, engine and boiler details, and postwar conversion to diesel power. It also lists the wartime and post-war histories of each vessel, with details of loss or demolition. Surprisingly, a number of these vessels still exist. This A4-szed 110-page softback book is profusely illustrated with photographs and drawings. PS • Published by the World Ship Society Ltd, available from WSS Book Sales, 49 Mount Road, Mitcham, Surrey CR4 3EZ; email jp006h3168@blueyonder. co.uk; price £10 to members, £15 to non-members plus £2.33 (UK) postage, £5.50 (Europe) & £5.45 (RoW). Payment by GBP cheque or credit card.
www.shipsmonthly.com • February 2020 •
63
SHIPS BOOKAZINES
CHARTROOM
WORLD OF
SHIPS
PORTS OF CALL • FEBTUARY
FROM THE PUBLISHERS OF SHIPS MONTHLY
SCAPA FLOW
Date Ship
SOUTHAMPTON
THE GERMAN HIGH SEAS FLEET
Oceana Ventura Saga Sapphire Ventura Spirit of Discovery Black Watch Oceana, Spirit of Discovery
Black Watch Saga Sapphire Oceana Aurora
TILBURY 3 19 27
Viking Star Magellan Viking Star
NOTES • The information in this column is given in good faith, and neither the authors nor Ships Monthly can be held responsible for any changes to ship arrivals or departures. If planning to visit a port, you are advised to check schedules beforehand. • To obtain more information about future cruise calls round the UK, contact cruisecalls@ aol.co.uk
DECEMBER’S MYSTERY SHIP
No.10
£8.99
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2 7 7 11 12 14 16
19 21 23 27
Compiled by Andrew and Donna Cooke
WORLD OF
SHIPS FROM THE PUBLISHERS OF SHIPS MONTHLY
DREADNOUGHT
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SUBMARINES OF THE ROYAL NAVY
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The mystery ship is Arandora Star of the Blue Star Line. Built in 1927 by Cammell Laird, she was one of five sisters for cargo/passenger service to South America. She was later converted into a full-time cruise ship, sailing as such for the first time on 14 June 1929 and cruising worldwide. She was painted white overall in December 1931, which places the photograph between those dates. Successive modifications increased her capacity and she became one of the finest cruise ships of her day. At the outbreak of war in 1939, she was taken up for duty and participated in the evacuations from Norway and France. She was then employed to convey PoWs and interned Germans and Italians to Canada. When she was sailing alone on 2 July 1940, she was torpedoed by U-47 (Günther Prien) and sank. Many PoWs and internees were drowned because barbed wire cages had been erected (against the wishes
of the ship’s master, Captain E.W. Moulton), which prevented them from reaching the boats. Some German sailors helped in the evacuation, led by Captain Otto Burfiend, who stayed behind to organise and was lost. Some hours later the Canadian destroyer St Laurent rescued the 868 survivors; 805 were killed. Colin Wright Orpington
The mystery ship appears to be Blue Star Line’s Arandora Star. My parents went on her in August 1938 from Tilbury on a ‘Northern Capitals’ cruise and the front page of the itinerary booklet described her as ‘The world’s most delightful cruising liner’. My parents had fond memories of this ship and the cruise, which visited places such as Danzig, Helsinki and Hamburg. John Woodward, Derby
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This month’s mystery looks to be some kind of armed patrol vessel. But can any reader provide more information about the vessel and her career? Where and when was she built, and where did she operate? Was she built for war
service, or was she converted from peacetime duties? What was her fate? And where might the photograph have been taken? Send your answers and the identity of the ship, including postal address and
information, by email to: sm.ed@kelsey.co.uk; or by post to Mystery Ship, Ships Monthly, Kelsey Media, The Granary, Downs Court, Yalding Hill, Yalding, Kent, ME18 6AL. Emails preferred.
m o fr w A vie idge the Br Captain Darren Houston RN, the first commander of the new aircraft carrier HMS Prince of Wales, talks to Patrick Boniface about the honour of being in charge of the prestigious new 65,000-tonne ship, which arrived at her Portsmouth homeport for the first time on 16 November 2019.
WHEN DID YOU BEGIN YOUR NAVAL CAREER? I joined the Navy in 1989 and went through Britannia Royal Naval College at Dartmouth, after which I had several sea training jobs with various vessels, from minehunters and patrol ships through to frigates and destroyers. I qualified as a principal warfare officer in 2001 and as a navigator in 2004. I served on HMS Illustrious for two and a half years as the navigator. My background is one of working on aircraft carriers, although I took the Type 45 destroyer HMS Dragon from Scotstoun, Glasgow through sea trials and into service.
HOW DID YOUR ROYAL NAVY CAREER PROGRESS? After service on Dragon, I went to the United States for a staff course and teaching international students.
I returned home in 2016 to join HMS Queen Elizabeth as secondin-command to Captain Jerry Kydd, and brought HMS Queen Elizabeth into service, after which I was selected to be captain of HMS Prince of Wales.
HOW DOES IT FEEL TO BE CAPTAIN OF HMS PRINCE OF WALES? A real honour, I have to say, and a privilege to command something of this size. Having brought ships out of build before, this was a great project to be involved with. You are taking it from, basically, a building site right through the construction process and into service, making it a ship, with all the things that go with that, such as developing a team and building an ethos suitable for the ship’s company. Without the crew, she is just a steel box, but as soon as you put people inside, she comes alive.
WHAT WAS IT LIKE TO BRING HMS PRINCE OF WALES TO HER HOMEPORT FOR THE FIRST TIME? It was an emotional day to see thousands of people on the
Captain Darren Houston on deck of the new 65,000-tonne carrier Prince of Wales. seafront, as well as the families in the dockyard. It was very special to bring the ship into her homeport for the very first time, after all the hard work that has gone before and all the sacrifices that have been made, not only by the people on board but by families ashore. They have to endure their loved ones being away from home for long periods, working long and difficult hours.
HOW HISTORIC IS IT TO HAVE TWO AIRCRAFT CARRIERS IN THE NAVY? Really historic; this is a very special time for the Royal Navy to have two 65,000-ton aircraft carriers in service. On 10 December 2019, when we commission, that will be a special moment. There are only five countries in the world that build carriers and we are one of them, so we have just become the premier European naval power. We are the Prince of Wales arrives at Portsmouth for the first time, 16 November 2019.
European side of the NATO hub, so it is fantastic that we have two carriers in service. Our sistership is across the Atlantic at the moment, operating F-35B Lightning II aircraft. That has proved a success, and I think Portsmouth will be honoured to have two carriers in port.
WHAT IS THE DIFFERENCE BETWEEN PRINCE OF WALES AND HER SISTERSHIP? I think that when working on the younger sister, you want to be able to say you are slightly faster, slightly longer and slightly heavier, and that is what we are. Prince of Wales is slightly longer and definitely faster, as proven on sea trials, with a greater top speed than her sistership, and slightly heavier as well. There are always rivalries between the sisters. But, having said that, with two supercarriers the Royal Navy is well placed to support our economic interests overseas, as well as our diplomatic interests.
WHAT’S NEXT FOR HMS PRINCE OF WALES? We commission in Portsmouth on 10 December with HRH Prince of Wales on board. In 2020, probably in February, we will be back at sea again and start our work up to full operational service. We will undertake a similar programme to that of HMS Queen Elizabeth, which will involve the development and testing of the F35 fighter. www.shipsmonthly.com • February 2020 •
65
NEXT ISSUE
OVATION TO
ORSOVA Spotlight on an elegant liner ON SALE FEB 14
Stephen Payne profiles the famous Orient Lines liner Orsova; built in 1953, she was the final development of the 28,000-ton class which began with Orcades of 1948 and continued with Oronsay of 1951.
PLUS
ROVER CLASS AUXILIARIES • The Rover class tankers served the RFA and Royal Navy in a variety of roles for over 40 years; Steven Tindale recalls the history of the ‘Five Small Ships’. SUPERFERRIES PART 2 • Continuing our look at the world’s largest ferries, Russell Plummer turns the spotlight on more than 30 vessels in excess of 30,000gt due to enter service through to 2024. GREAT GLEN SHIPPING • Profile of the Great Glen Shipping Co, which operates a fleet of small cargo vessels around the coasts of Scotland.
LATEST BOOK FROM THE WORLD SHIP SOCIETY GRAND FLEET DESTROYERS PART 1: FLOTILLA LEADERS AND ‘V/W’ CLASS DESTROYERS by John English, 243 x 183mm, softback, 138 pages, 140 B & W photographs This book describes the design, development and careers of two distinct groups of vessels, the destroyer leaders and the ‘V/W’ class destroyers, which were originally designed as leaders. The majority of the 93 vessels described in this volume were to have long careers, covering both World Wars. The ‘V/W’s only had limited fleet service in the last year of WW1 and an extensive programme of conversion into anti-aircraft escorts had been initiated pre-war, but was terminated early because of the need to have as many escorts as possible at sea. Later, with the greater availability of escorts, especially corvettes and ex-US destroyers, a programme was initiated to improve the A/S armament, AA armament and, especially, the range of the surviving ‘V/W’ destroyers. There were some losses during WW 1 and in the Baltic 1918-20, but losses during WW 2 were much more severe. The early leaders, the ‘Marksman’s, were, except ABDIEL, quickly disposed of, but the ‘Scott’ and ‘Shakespeare’ leaders were operational for most of the 1920s and 1930s and survivors operated as escorts during WW 2. The ‘Shakespeare’s were the basis of the design of the leaders to the ‘A/I’ classes built 1929-1937. The ‘V/W’s themselves were the basis of the destroyers of the ‘A’ to ‘I’ classes and many destroyers built for foreign navies during the 1930s. Available from booksales@worldshipsociety.org or WSS, 274 Seven Sisters Road, Willingdon, Eastbourne, BN22 0QW United Kingdom, price £10 to members (quoting membership number) or £15 to non-members plus P & P £1.73 (UK), £4.60 (Europe) & £4.55 (RoW). Payment JUNE be made by GBP cheque or credit card. For the latter please state whether Visa or Mastercard and quote card number, exact name on card, card expiry date, card validation number and address of cardholder. MEMBERSHIP - annual membership of the World Ship Society (includes 12 digital copies of “Marine News” and digital Supplements per annum) costs £24 (£20 outside UK and EU). Get a trial digital copy of ‘Marine News’ by e-mailing 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)
www.worldshipsociety.org
66 • February 2020 • www.shipsmonthly.com
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